EP0257185B1 - Bridge for a communication passage between coaches - Google Patents

Bridge for a communication passage between coaches Download PDF

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Publication number
EP0257185B1
EP0257185B1 EP87105049A EP87105049A EP0257185B1 EP 0257185 B1 EP0257185 B1 EP 0257185B1 EP 87105049 A EP87105049 A EP 87105049A EP 87105049 A EP87105049 A EP 87105049A EP 0257185 B1 EP0257185 B1 EP 0257185B1
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EP
European Patent Office
Prior art keywords
gangway
intercommunicating
rails
vehicles
bridge
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP87105049A
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German (de)
French (fr)
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EP0257185A1 (en
Inventor
Wolfgang Dipl.-Ing. Küker
Werner Dipl.-Ing. Ortmann
Peter Braemert
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Alstom Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
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Priority to AT87105049T priority Critical patent/ATE52973T1/en
Publication of EP0257185A1 publication Critical patent/EP0257185A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor

Definitions

  • the invention relates to a transition bridge for transition devices between two articulated rail vehicles or members of rail vehicles, the bridge field of the transition bridge having a number of essentially rigid rails arranged in parallel at mutually displaceable and mutually displaceable intervals, which in turn by means of guide elements relative to the ends of the Vehicles are guided and which are arranged parallel in the vehicle transverse direction in the starting position.
  • transition devices are arranged between the vehicle members, which usually consist of a walk-on transition bridge and a transition protection surrounding it, for example a bellows.
  • the relative movements that occur during operation between the mutually facing ends of the vehicle members must not be impeded by either the transition protection or the transition bridge.
  • the transition device must be able to compensate for the rolling movements, the pitching movements, vertical, vertical and longitudinal vehicle-relative movements between the ends of the vehicle members, whereby the accessibility of the transition device must be guaranteed under normal operating conditions.
  • transition bridge which consists of two tread plates which are arranged at the respective vehicle end at floor level and can be pivoted about a horizontal axis and where the tread plates overlap in the position of use.
  • the narrow passage cross section present between the buffers is severely restricted in the case of relative movements between vehicle ends.
  • the transition bridge can only partially compensate for the possible relative movements between the ends of the vehicle, with large relative movements additionally occurring at the transition edges and greater unevenness or steps or even open joints being able to occur.
  • a transition bridge is known, the bridge surface of which is formed by two mutually independent rod groups, the respective rods of which are connected at one end to the end of the associated carriage in an articulated manner, the rod groups being held longitudinally displaceable relative to one another.
  • the free ends of the bars of each bar group are connected to the adjacent bars of the opposite bar group in such a way that a telescopic movement between the bars and an angle change of the bars is possible without constraint.
  • elaborate holding, guiding and clamping elements for the rods are provided and necessary.
  • the realization of the necessary degrees of freedom when changing from straight to curved travel and vice versa, d. H. Continuous in practical use remains problematic if, in addition to the angle changes and changes in distance, offset between the carriages within the bridge field is to be compensated for without constraint.
  • the two-part transition bridge described in DE-A-33 05 062 for a transition between two articulated rail vehicles or members of a rail vehicle has a number of mutually parallel, essentially rigid rails that are elastically connected to one another at predetermined intervals .
  • Both bridge halves are rigid at one end with one vehicle link each, at their other ends, i. H. in the middle of the transition, rigidly connected to one another, the rails being vertically supported in the regions of their ends in an articulated manner on supporting rods which run in the longitudinal direction of the vehicle and are secured against lateral displacements and movements in the direction of their longitudinal axis.
  • transition bridge Due to the fact that the transition bridge has to absorb all the relative movements itself, a complex construction cannot be avoided; in particular, the rigid articulation of the bridge halves at the respective ends of the vehicles locked towards one another proves to be disadvantageous.
  • the invention is therefore based on the object of developing a generic transition bridge so that the transition bridge is relieved of inappropriate deformation and adaptability and meets the demands for safe and comfortable accessibility while driving with reasonable effort.
  • the transition bridge 1 is supported at the mutually facing ends of two vehicles on bridge bearings 2 and guided in a longitudinally displaceable manner, wherein both a deflection about a vertical vertical axis and an adjustment or tilting from the horizontal plane remain possible.
  • the transition bridge 1 has a number of rails 3, preferably arranged transversely to the longitudinal direction of the vehicle, which are guided and held at their ends by supporting profiles 4a and 4b.
  • the individual rails 3 are essentially rigid and arranged parallel and longitudinally displaceable to one another at predetermined intervals.
  • the rails 3 are clamped to one another, with at least one of the rails 3 having its ends being positively connected to the associated support profile 4a or 4b and pivotably connected in the plane formed by the support profiles 4a and 4b.
  • the rails 3 of the bridge field are arranged in two layers, the lower layer advantageously being offset from the upper layer by a certain profile width.
  • the half rails 3 are additionally clamped in the bridge field at the ends of the bridge field.
  • the rails 3 of the two layers have recesses 5 for receiving sliders 6 on the facing surfaces.
  • the recesses 4 advantageously extend in the longitudinal direction of the rails 3 and accommodate sliders 6, for example round rods made of slidable plastic. Due to the design and arrangement of the recesses 5 and the sliders 6, the individual rails 3 are held against each other easily displaceable at predetermined intervals.
  • the two support profiles 4a and 4b are preferably designed as a u-profile and enclose the two ends of the rails 3. Between the upper or lower web 7a or 7b of the support profiles 4a or 4b and the rails 3, an upper or a lower slide bar 8a or 8b is attached. In order to minimize the wear of the ends of the rails 3 on the respective contact surfaces of the support profiles 4a and 4b, rounded wear buffers 12 can be attached to the ends of the rails 3.
  • the support profiles 4a and 4b are supported at the mutually facing ends of the vehicles on their associated bridge bearings 2aa and 2ab or 2ba and 2bb.
  • At least one of the rails 3 of the bridge field is connected at the ends to the associated support profiles 4a and 4b in a form-fitting manner by means of a joint 17 and can thus be pivoted in the plane spanned by the support profiles 4a and 4b.
  • Each bridge bearing 2aa, 2ab, 2ba and 2bb has a vertical guide 9 and a horizontal guide 10, the horizontal guide 10 being convex, at least in the longitudinal direction of the vehicle, starting from the point of support or from the contact surface.
  • each bridge bearing 2aa, 2ab, 2ba and 2bb is designed to be rotatable about its vertical axis and is supported in a bearing block 11 on the vehicle side.
  • each bridge end plates 13 are articulated, which rest on the ends of the transition bridge 1 in any driving situation and overlap them.
  • a fastening element 14 is provided, to which a centering device 15 (not shown) engages, which has the transition bridge 1, which itself is freely longitudinally movable within the framework of the maximum required displacement paths, between the ends of the vehicles in the central position.
  • the center adjusting device 15 can be represented by spring elements 16 which act on the one hand in the middle of the transition bridge 1 and on the other hand on the assigned ends of the vehicles.
  • the entire transition bridge 1 is kept longitudinally displaceable in the middle position to the mutually facing ends of the vehicles, the transition bridge 1 being supported and guided on the vehicle side on the bridge bearings 2aa, 2ab, 2ba and 2bb.
  • the design and arrangement of the bridge bearings 2aa, 2ab, 2ba and 2bb of the transition bridge 1 enables both pivoting in the plane spanned by the support profiles 4a and 4b by swiveling them out in parallel, and tilting out of the plane of the floor of the vehicle at least in the longitudinal direction of the vehicle .
  • FIGS. 4-7 show the deflections of the transition bridge in selected deflection positions that occur during driving operation.
  • the rails 3 are arranged transversely to the vehicle longitudinal direction, the support profiles 4a and 4b point in the vehicle longitudinal direction.
  • the support profiles 4a and 4b slide on the bridge bearings 2aa and 2ab or 2ba and 2bb.
  • the support profiles 4a and 4b are long enough to ensure a secure support on the bridge bearings 2aa to 2bb during all rebounding movements, and on the other hand, at the end of the vehicles in the area of the transition bridge 1 there is sufficient space for immersing them during the deflection movement.
  • Fig. 5 shows the deflection of the transition bridge when entering a 150 m arch.
  • the support profiles 4a and 4b pivot parallel lel off, while the rails 3 will adjust themselves at an angle to the vehicle transverse direction.
  • the transition bridge 1 according to FIG. 6 will occur within a 150 m arc, the rails 3 being aligned perpendicular to the support profiles 4a and 4b.
  • FIG. 7 shows the deflection of the transition bridge when passing through a 150 m -s arch.
  • the ends of the vehicles are extremely laterally offset, which is why the support profiles 4a and 4b are swung out strongly and the vertical guides 9 have to absorb large cornering forces, particularly in this deflection position.
  • the transition bridge will be arranged from the horizontal plane into the required tilting position due to the crowned horizontal guide 10.
  • the transition bridge 1 thus forms a stepless transition path between two coupled vehicles which is closed in all driving movements, the displayable movement of which is based on the deformability of an elastic transition protection.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Bridges Or Land Bridges (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Saccharide Compounds (AREA)
  • Seal Device For Vehicle (AREA)
  • Compositions Of Oxide Ceramics (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Compounds Of Unknown Constitution (AREA)
  • Multiple-Way Valves (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Paper (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Spinning Or Twisting Of Yarns (AREA)
  • Soil Working Implements (AREA)

Abstract

A gangway is provided between two railway cars or units of railway cars that are pivoted to one another, and that forms a continuous, stepless passage for all travel motions. The entire gangway is designed as a unit that is held in the central position to each of the ends of the cars facing one another with the ability to shift lengthwise, by a centering device, and is supported and guided on bridge bearings, and is mounted to be able to pivot around its vertical axis and also to be able to tip out of the horizontal plane. The bridge area of the gangway consists of a number of rigid rails placed parallel to one another at prescribed distances and able to move lengthwise, which are enclosed and guided at both ends in supporting profiles that are mounted and guided on the bridge bearings associated with them.

Description

Die Erfindung betrifft eine Übergangsbrücke für Übergangseinrichtungen zwischen zwei gelenkig miteinander verbundenen Schienenfahrzeugen bzw. Gliedern von Schienenfahrzeugen, wobei das Brückenfeld der Übergangsbrücke eine Anzahl in vorgegebenen Abständen zueinander parallel und gegeneinander verschieblich angeordnete im wesentlichen starre Schienen aufweist, die ihrerseits mittels Führelemente relativ zu den Enden der Fahrzeuge geführt sind und die in Ausgangslage parallel in Fahrzeugquerrichtung angeordnet sind.The invention relates to a transition bridge for transition devices between two articulated rail vehicles or members of rail vehicles, the bridge field of the transition bridge having a number of essentially rigid rails arranged in parallel at mutually displaceable and mutually displaceable intervals, which in turn by means of guide elements relative to the ends of the Vehicles are guided and which are arranged parallel in the vehicle transverse direction in the starting position.

Reisenden sowie dem Zugbegleitpersonal in Schienenfahrzeugen soll auch während der Fahrt der übergang zwischen den Fahrzeuggliedern eines Gliederzuges möglich sein. Um diesen übertritt zu ermöglichen, sind zwischen den Fahrzeuggliedern Übergangseinrichtungen angeordnet, die üblicherweise aus einer begehbaren Übergangsbrücke und einem diesen umgebenden Ubergangsschutz, beispielsweise einen Faltenbalg, bestehen.Passengers and train attendants in rail vehicles should also be able to make the transition between the vehicle parts of an articulated train while driving. In order to make this possible, transition devices are arranged between the vehicle members, which usually consist of a walk-on transition bridge and a transition protection surrounding it, for example a bellows.

Die im Betriebseinsatz auftretenden Relativbewegungen zwischen den einander zugekehrten Enden der Fahrzeugglieder dürfen sowohl vom Übergangsschutz als auch von der Übergangsbrücke nicht behindert werden. Insbesondere muß die übergangseinrichtung die Wankbewegungen, die Nickbewegungen, seiliche, vertikale und in Fahrzeuglängsrichtung gerichtete Relativbewegungen zwischen den Enden der Fahrzeugglieder ausgleichen können, wobei die Begehbarkeit der übergangseinrichtung unter normalen Betriebsbedingungen gewährleistet bleiben muß.The relative movements that occur during operation between the mutually facing ends of the vehicle members must not be impeded by either the transition protection or the transition bridge. In particular, the transition device must be able to compensate for the rolling movements, the pitching movements, vertical, vertical and longitudinal vehicle-relative movements between the ends of the vehicle members, whereby the accessibility of the transition device must be guaranteed under normal operating conditions.

Aus der DE-C-640 970 ist eine Übergangsbrücke bekannt, die aus zwei Trittplatten besteht, die am jeweiligen Fahrzeugende in Fußbodenhöhe um eine horizontale Achse schwenkbar angeordnet sind und wobei sich die Trittplatten in Gebrauchslage überlappen. Bei diesen bekannten Übergangsbrücken wird der zwischen den Puffern vorhandene schmale Durchgangsquerschnitt bei Relativbewegungen zwischen Fahrzeugenden stark eingeschränkt. Ebenso kann die Übergangsbrücke die möglichen Relativbewegungen zwischen den Fahrzeugenden nur teilweise ausgleichen, wobei zusätzlich an den übergangskanten große Relativbewegungen auftreten und größere Unebenheiten oder Stufen oder gar offene Fugen entstehen können.From DE-C-640 970 a transition bridge is known which consists of two tread plates which are arranged at the respective vehicle end at floor level and can be pivoted about a horizontal axis and where the tread plates overlap in the position of use. In these known transition bridges, the narrow passage cross section present between the buffers is severely restricted in the case of relative movements between vehicle ends. Likewise, the transition bridge can only partially compensate for the possible relative movements between the ends of the vehicle, with large relative movements additionally occurring at the transition edges and greater unevenness or steps or even open joints being able to occur.

Aus der DE-C-806 859 ist eine Übergangsbrücke bekannt deren Brückenfläche durch zwei voneinander unabhängige Stabgruppen gebildet wird, deren jeweilige Stäbe an einem Ende gelenkig mit dem Ende des zugeordneten Wagens verbunden sind, wobei die Stabgruppen gegeneinander längsverschieblich gehalten sind. Die freien Enden der Stäbe jeder Stabgruppe sind mit den benachbarten Stäben der gegenüberliegenden Stabgruppe derart verbunden, daß eine teleskopartige Bewegung zwischen den Stäben als auch eine Winkeländerung der Stäbe zwangsfrei möglich ist. Um dieses zu gewährleisten, sind aufwendige Halte-, Führungs- und Verklammerungselemente für die Stäbe vorgesehen und notwendig. Besonders die Verwirklichung der notwendigen Freiheitsgrade beim Wechsel von Geradeaus- zur Bogenfahrt und umgekehrt, d. h. im praktischen Einsatz fortwährend, bleibt problematisch, wenn neben den Winkeländerungen und Abstandsänderungen auch Versatz zwischen den Wagen innerhalb des Brückenfeldes zwangsfrei ausgeglichen werden soll.From DE-C-806 859 a transition bridge is known, the bridge surface of which is formed by two mutually independent rod groups, the respective rods of which are connected at one end to the end of the associated carriage in an articulated manner, the rod groups being held longitudinally displaceable relative to one another. The free ends of the bars of each bar group are connected to the adjacent bars of the opposite bar group in such a way that a telescopic movement between the bars and an angle change of the bars is possible without constraint. To ensure this, elaborate holding, guiding and clamping elements for the rods are provided and necessary. In particular, the realization of the necessary degrees of freedom when changing from straight to curved travel and vice versa, d. H. Continuous in practical use, remains problematic if, in addition to the angle changes and changes in distance, offset between the carriages within the bridge field is to be compensated for without constraint.

Die in der DE-A-33 05 062 beschriebene zweiteilige Übergangsbrücke für einen Übergang zwischen zwei gelenkig miteinander verbundenen Schienenfahrzeugen bzw. Gliedern eines Schienenfahrzeuges weist eine Anzahl zueinander parallel verlaufender in sich im wesentlichen starrer Schienen auf, die in vorgegebenen Abständen angeordnet elastisch miteinander verbunden sind. Beide Brückenhälften sind an ihrem einen Ende starr mit je einem Fahrzeugglied, an ihren anderen Enden, d. h. in der Mitte des überganges, starr miteinander verbunden, wobei die Schienen in den Bereichen ihrer Enden gelenkig auf in Fahrzeuglängsrichtung verlaufenden und gegen Seitenverschiebungen sowie Bewegungen in Richtung ihrer Längsachse gesicherten Tragstangen vertikal abgestützt sind.The two-part transition bridge described in DE-A-33 05 062 for a transition between two articulated rail vehicles or members of a rail vehicle has a number of mutually parallel, essentially rigid rails that are elastically connected to one another at predetermined intervals . Both bridge halves are rigid at one end with one vehicle link each, at their other ends, i. H. in the middle of the transition, rigidly connected to one another, the rails being vertically supported in the regions of their ends in an articulated manner on supporting rods which run in the longitudinal direction of the vehicle and are secured against lateral displacements and movements in the direction of their longitudinal axis.

Dadurch, daß die Übergangsbrücke alle Relativbewegungen selbst aufnehmen muß, ist eine aufwendige Bauweise nicht zu vermeiden, insbesondere erweist sich die starre Anlenkung der Brückenhälften an den jeweiligen einander zugekerrten Enden der Fahrzeuge als nachteilig.Due to the fact that the transition bridge has to absorb all the relative movements itself, a complex construction cannot be avoided; in particular, the rigid articulation of the bridge halves at the respective ends of the vehicles locked towards one another proves to be disadvantageous.

Auch eine Übergangsbrücke, nach der auf der vorgenannten Anmeldung aufbauenden Zusatzanmeldung (DE-A-34 01 298), vermeidet die aufgezeigten, Nachteile nicht, sondern variiert im wesentlichen nur die Ausbildung der Schienen.Even a transition bridge, according to the additional application based on the aforementioned application (DE-A-34 01 298), does not avoid the disadvantages shown, but essentially only varies the design of the rails.

Der Erfindung liegt daher die Aufgabe zugrunde, eine gattungsgemäße Übergangsbrücke so weiterzubilden, daß die Übergangsbrükke von unzweckmäßigem Verformungs- und Anpaßvermögen entlastet ist und mit vertretbarem Aufwand den Forderungen nach sicherer und bequemer Begehbarkeit während der Fahrt genügt.The invention is therefore based on the object of developing a generic transition bridge so that the transition bridge is relieved of inappropriate deformation and adaptability and meets the demands for safe and comfortable accessibility while driving with reasonable effort.

Diese Aufgabe wird erfindungsgemäß durch die im Anspruch 1 gekennzeichnete Übergangsbrücke gelost.This object is achieved by the transition bridge characterized in claim 1.

Zweckmäßige Weiterbildungen des Gegenstandes der Erfindung sind in den Unteransprüchen angegeben.Appropriate developments of the subject matter of the invention are specified in the subclaims.

Die Erfindung ist anhand eines Ausführungsbeispiels näher erläutert.The invention is explained in more detail using an exemplary embodiment.

Es zeigt

  • Fig. 1 die Seitenansicht einer Übergangsbrücke in teilweise geschnittener und gebrochener Darstellung,
  • Fig 2 die Draufsicht auf eine Übergangsbrücke in teilweise geschnittener und gebrochener Darstellung ohne Brückenanschlußblech,
  • Fig. 3 ein Schnitt längs der Linie 111-111 der Fig. 1 in teilweise gebrochener Darstellung,
  • Fig. 4 die Übergangsbrücke zwischen den Enden zweier Fahrzeuge in ihrer Anordnung bei Geradeausfahrt,
  • Fig. 5 die Übergangsbrücke zwischen den Enden zweier Fahrzeuge in ihrer Auslenkung bei der Einfahrt in einem 150 m - Bogens,
  • Fig. 6 die Übergangsbrücke zwischen den Enden zweier Fahrzeuge in ihrer Auslenkung beim Durchfahren eines 150 m - Bogens und
  • Fig. 7 die Übergangsbrücke zwischen den Enden zweier Fahrzeuge in ihrer Auslenkung beim Durchfahren eines 150 m - s - Bogens.
It shows
  • 1 is a side view of a transition bridge in a partially sectioned and broken view,
  • 2 shows the top view of a transition bridge in a partially cut and broken representation without a bridge connection plate,
  • 3 shows a section along the line 111-111 of FIG. 1 in a partially broken representation,
  • 4 the transition bridge between the ends of two vehicles in their arrangement when driving straight ahead,
  • 5 shows the transition bridge between the ends of two vehicles in their deflection when entering a 150 m curve,
  • 6 shows the transition bridge between the ends of two vehicles in their deflection when passing through a 150 m curve and
  • Fig. 7 the transition bridge between the ends of two vehicles in their deflection when passing through a 150 m - s curve.

Die erfindungsgemäße übergangsbrücke 1 ist jeweils an den einander zugekehrten Enden zweier Fahrzeuge auf Brückenlagern 2 abgestützt und längsverschieblich geführt, wobei sowohl eine Auslenkung um eine vertikale Hochachse als auch ein Verstellen bzw. Kippen aus der horizontalen Ebene ermöglicht bleibt. Als Brückenfeld weist die Übergangsbrücke 1 eine Anzahl von mit ihren Längsseiten vorzugsweise quer zur Fahrzeuglängsrichtung angeordnete Schienen 3 auf, die an ihren Enden jeweils von Tragprofilen 4a und 4b geführt und gehalten sind. Die einzelnen Schienen 3 sind im wesentlichen starr und in vorgegebenen Abständen parallel und längsverschieblich zueinander angeordnet. Durch spezielle Ausbildung und Anordnung sind die Schienen 3 untereinander verklammert, wobei mindestens eine der Schienen 3 mit ihren Enden mit dem zugeordneten Tragprofil 4a bzw. 4b formschlüssig und in der durch die Tragprofile 4a und 4b gebildete Ebene schwenkbar verbunden ist.The transition bridge 1 according to the invention is supported at the mutually facing ends of two vehicles on bridge bearings 2 and guided in a longitudinally displaceable manner, wherein both a deflection about a vertical vertical axis and an adjustment or tilting from the horizontal plane remain possible. As a bridge field, the transition bridge 1 has a number of rails 3, preferably arranged transversely to the longitudinal direction of the vehicle, which are guided and held at their ends by supporting profiles 4a and 4b. The individual rails 3 are essentially rigid and arranged parallel and longitudinally displaceable to one another at predetermined intervals. Due to a special design and arrangement, the rails 3 are clamped to one another, with at least one of the rails 3 having its ends being positively connected to the associated support profile 4a or 4b and pivotably connected in the plane formed by the support profiles 4a and 4b.

Im weiter ausgeführten Beispiel, gemäß den Fig. 1-3, sind die Schienen 3 des Brückenfeldes zweilagig angeordnet, wobei die untere Lage gegenüber der oberen Lage zweckmäßig um eine gewisse Profilbreite versetzt angeordnet ist. In diesem Fall sind die halben Schienen 3 an den Enden des Brückenfeldes zusätzlich im Brückenfeld zu verklammern. Die Schienen 3 der beiden Lagen weisen an den sich zugewandten Flächen Ausnehmungen 5 zur Aufnahme von Gleitstücken 6 auf. Vorteilhaft erstrecken sich die Ausnehmungen 4 in Längsrichtung der Schienen 3 und nehmen Gleitstücke 6, beispielsweise Rundstäbe aus gleitfähigem Kunststoff, auf. Durch die Ausbildung und Anordnung der Ausnehmungen 5 und der Gleitstücke 6 sind die einzelnen Schienen 3 gegeneinander leicht verschiebbar in vorbestimmten Abständen gehalten.In the further example, according to FIGS. 1-3, the rails 3 of the bridge field are arranged in two layers, the lower layer advantageously being offset from the upper layer by a certain profile width. In this case, the half rails 3 are additionally clamped in the bridge field at the ends of the bridge field. The rails 3 of the two layers have recesses 5 for receiving sliders 6 on the facing surfaces. The recesses 4 advantageously extend in the longitudinal direction of the rails 3 and accommodate sliders 6, for example round rods made of slidable plastic. Due to the design and arrangement of the recesses 5 and the sliders 6, the individual rails 3 are held against each other easily displaceable at predetermined intervals.

Die beiden Tragprofile 4a und 4b sind vorzugsweise als u-Profil ausgebildet und fassen die beiden Enden der Schienen 3 ein. Zwischen dem oberen bzw. unteren Steg 7a bzw. 7b der Tragprofile 4a bzw. 4b und den Schienen 3 ist jeweils eine obere bzw. eine untere Gleitleiste 8a bzw. 8b angebracht. Um den Verschleiß der Enden der Schienen 3 an den jeweiligen Berührungsflächen der Tragprofile 4a bzw. 4b zu minimieren, konnen abgerundete Verschleißpuffer 12 an den Enden der Schienen 3 angebracht sein. Die Tragprofile 4a bzw. 4b stützen sich an den einanderzugekehrten Enden der Fahrzeuge jeweils an ihren zugeordneten Brükkenlager 2aa und 2ab bzw. 2ba und 2bb ab.The two support profiles 4a and 4b are preferably designed as a u-profile and enclose the two ends of the rails 3. Between the upper or lower web 7a or 7b of the support profiles 4a or 4b and the rails 3, an upper or a lower slide bar 8a or 8b is attached. In order to minimize the wear of the ends of the rails 3 on the respective contact surfaces of the support profiles 4a and 4b, rounded wear buffers 12 can be attached to the ends of the rails 3. The support profiles 4a and 4b are supported at the mutually facing ends of the vehicles on their associated bridge bearings 2aa and 2ab or 2ba and 2bb.

Mindestens eine der Schienen 3 des Brückenfeldes ist jeweils an den Enden mit den zugeordneten Tragprofilen 4a bzw. 4b formschlüssig mittels jeweils eines Gelenkes 17 verbunden und damit in der durch die Tragprofile 4a und 4b aufgespannten Ebene schwenkbar.At least one of the rails 3 of the bridge field is connected at the ends to the associated support profiles 4a and 4b in a form-fitting manner by means of a joint 17 and can thus be pivoted in the plane spanned by the support profiles 4a and 4b.

Jedes Brückenlager 2aa, 2ab, 2ba und 2bb weist eine Vertikalführung 9 und eine Horizontalführung 10 auf, wobei die Horizontalführung 10 mindestens in Fahrzeuglängsrichtung ausgehend vom Auflagepunkt bzw. von der Auflagefläche ballig ausgebildet ist. Zusätzlich ist jedes Brückenlager 2aa, 2ab, 2ba und 2bb um seine Hochachse drehbar ausgeführt und fahrzeugseitig in einem Lagerbock 11 abgestützt.Each bridge bearing 2aa, 2ab, 2ba and 2bb has a vertical guide 9 and a horizontal guide 10, the horizontal guide 10 being convex, at least in the longitudinal direction of the vehicle, starting from the point of support or from the contact surface. In addition, each bridge bearing 2aa, 2ab, 2ba and 2bb is designed to be rotatable about its vertical axis and is supported in a bearing block 11 on the vehicle side.

An den Fahrzeugenden sind im Fußbodenbereich jeweils Brückenabschlußbleche 13 gelenkig angeordnet, die auf den Enden der Übergangsbrücke 1 in jeder Fahrsituation aufliegen und diese überlappen.At the vehicle ends in the floor area each bridge end plates 13 are articulated, which rest on the ends of the transition bridge 1 in any driving situation and overlap them.

In der Mitte der Übergangsbrücke 1 ist ein Befestigungselement 14 vorgesehen, an das eine nicht dargestellte Mittenstelleinrichtung 15 angreift, die die an sich im Rahmen der maximal erforderlichen Verschiebewege frei längsbewegliche Übergangsbrücke 1 zwischen den Enden der Fahrzueuge in Mittelstellung hat.In the middle of the transition bridge 1, a fastening element 14 is provided, to which a centering device 15 (not shown) engages, which has the transition bridge 1, which itself is freely longitudinally movable within the framework of the maximum required displacement paths, between the ends of the vehicles in the central position.

Die Mittenstelleinrichtung 15 kann durch Federelemente 16 dargestellt werden, die einerseits in Mitte der Übergangsbrücke 1 und andererseits an den zugeordneten Enden der Fahrzeuge angreifen.The center adjusting device 15 can be represented by spring elements 16 which act on the one hand in the middle of the transition bridge 1 and on the other hand on the assigned ends of the vehicles.

Somit ist die gesamte Übergangsbrücke 1 längsverschieblich in Mittelstellung zu den einander zugekehrten Ende der Fahrzeuge auf Abstand gehalten, wobei die Übergangsbrücke 1 dabei fahrzeugseitig auf den Brückenlagern 2aa, 2ab, 2ba und 2bb abgestützt und geführt ist. Dabei ermöglicht die Ausbildung und Anordnung der Brückenlager 2aa, 2ab, 2ba und 2bb der Übergangsbrücke 1 sowohl eine Verschwenkbarkeit in der durch die Tragprofile 4a und 4b aufgespannten Ebene durch paralleles Ausschwenken derselben, als auch ein Kippen aus der Ebene der Fußböden der Fahrzeuge mindestens in Fahrzeuglängsrichtung.Thus, the entire transition bridge 1 is kept longitudinally displaceable in the middle position to the mutually facing ends of the vehicles, the transition bridge 1 being supported and guided on the vehicle side on the bridge bearings 2aa, 2ab, 2ba and 2bb. The design and arrangement of the bridge bearings 2aa, 2ab, 2ba and 2bb of the transition bridge 1 enables both pivoting in the plane spanned by the support profiles 4a and 4b by swiveling them out in parallel, and tilting out of the plane of the floor of the vehicle at least in the longitudinal direction of the vehicle .

Die Figuren 4-7 zeigen die Auslenkungen der Übergangsbrücke in ausgesuchten im Fahrbetrieb auftretenden Auslenkungslagen.FIGS. 4-7 show the deflections of the transition bridge in selected deflection positions that occur during driving operation.

Bei der Geradeausfahrt gemäß Fig. 4 sind die Schienen 3 quer zur Fahrzeuglängsrichtung angeordnet, die Tragprofile 4a und 4b weisen in Fahrzeuglängsrichtung. Bei Abstandsänderungen zwischen zwei Fahrzeugen erfolgt eine Gleitbewegung der Tragprofile 4a und 4b auf den Brückenlagern 2aa und 2ab bzw. 2ba und 2bb. Dazu sind einerseits die Tragprofile 4a und 4b entsprechend lang ausgebildet, um bei allen Ausfederungsbewegungen eine sichere Auflage auf den Brückenlagern 2aa bis 2bb zu gewährleisten, und andererseits ist am Ende der Fahrzeuge im Bereich der Übergangsbrücke 1 genügend Freiraum zum Eintauchen derselben bei Einfederungsbewegung vorgesehen.4, the rails 3 are arranged transversely to the vehicle longitudinal direction, the support profiles 4a and 4b point in the vehicle longitudinal direction. When the distance between two vehicles changes, the support profiles 4a and 4b slide on the bridge bearings 2aa and 2ab or 2ba and 2bb. For this purpose, on the one hand, the support profiles 4a and 4b are long enough to ensure a secure support on the bridge bearings 2aa to 2bb during all rebounding movements, and on the other hand, at the end of the vehicles in the area of the transition bridge 1 there is sufficient space for immersing them during the deflection movement.

Die Fig. 5 zeigt die Auslenkung der Übergangsbrücke bei der Einfahrt in einen 150 m Bogen. Dabei schwenken die Tragprofile 4a und 4b parallel aus, während sich die Schienen 3 unter einen Winkel zur Fahrzeugquerrichtung einstellen werden. Innerhalb eines 150 m - Bogens wird sich die Übergangsbrücke 1 gemäß Fig. 6 einstellen, wobei sich die Schienen 3 senkrecht zu den Tragprofilen 4a und 4b ausrichten werden.Fig. 5 shows the deflection of the transition bridge when entering a 150 m arch. The support profiles 4a and 4b pivot parallel lel off, while the rails 3 will adjust themselves at an angle to the vehicle transverse direction. The transition bridge 1 according to FIG. 6 will occur within a 150 m arc, the rails 3 being aligned perpendicular to the support profiles 4a and 4b.

Die Fig. 7 zeigt die Auslenkung der Übergangsbrücke beim Durchfahren eines 150 m - s - Bogens. Hierbei sind die Enden der Fahrzeuge extrem seitenversetzt, weshalb die Tragprofile 4a und 4b stark ausgeschwenkt sind und die Vertikalführungen 9 besonders in dieser Auslenkungslage große Seitenführungskräfte aufnehmen müssen.FIG. 7 shows the deflection of the transition bridge when passing through a 150 m -s arch. Here, the ends of the vehicles are extremely laterally offset, which is why the support profiles 4a and 4b are swung out strongly and the vertical guides 9 have to absorb large cornering forces, particularly in this deflection position.

Bei Höhenversatz zwischen zwei Fahrzeugen wird sich die Übergangsbrücke wegen der balligen ausgebildeten Horizontalführung 10 zwangfrei aus der horizontalen Ebene in die erforderliche Kipplage anordnen.If there is a height offset between two vehicles, the transition bridge will be arranged from the horizontal plane into the required tilting position due to the crowned horizontal guide 10.

Somit bildet die Übergangsbrücke 1 einen bei allen Fahrbewegungen geschlossenen, stufenlosen Übergangsweg zwischen zwei gekuppelten Fahrzeugen, wobei sich dessen darstellbaren Ausstellbewegungen an der Verformungsfähigkeit eines elastischen Übergangsschutzes orientieren.The transition bridge 1 thus forms a stepless transition path between two coupled vehicles which is closed in all driving movements, the displayable movement of which is based on the deformability of an elastic transition protection.

Claims (10)

1. An intercommunicating gangway (1) for intercommunicating devices between two rail vehicles or sections of rail vehicles which are articulated to one another, where the deck of the intercommunicating gangway comprises a number of fundamentally rigid rails (3) which are arranged at predetermined intervals from one another in parallel and so as to be displaceable in relation to one another and which are themselves guided by guide elements relative to the ends of the vehicles and which in the starting position extend in parallel in the transverse direction of the vehicles, characterised in that the intercommunicating gangway (1) as a whole is mounted and guided on gangway bearings (2) at the respective, mutually facing ends of the vehicles so as to be longitudinally displaceable, that the intercommunicating gangway (1) is arranged on the gangway bearings (2) in such manner that it can be pivoted about a vertical axis and adjusted out of the horizontal plane, and that the rails (3) of the deck of the intercommunicating gangway (1) are gripped at their ends on both sides in a supporting profiled section (4a, 4b) common to all the rails (3) and are restrained so as to be longitudinally displaceable within the gangway deck.
2. An intercommunicating gangway as claimed in Claim 1, characterised in that the supporting profiles (4a, 4b) are supported and guided at the mutually facing ends of the vehicles on respective, assigned gangway bearings (2aa, 2ab and 2ba, 2bb).
3. An intercommunicating gangway as claimed in Claims 1 or 2, characterised in that each lateral supporting profiled section (4a, 4b) has the form of a small Usection which encloses the ends of the rails (3).
4. An intercommunicating gangway as claimed in at least one of the preceding Claims 1-3, characterised in that a respective horizontal guide (10) and vertical guide (9) for the supporting profiles (4a, 4b) are arranged on the gangway bearings (2; 2aa, 2ab, 2ba and 2bb).
5. An intercommunicating gangway as claimed in at least one of the preceding Claims 1-4, characterised in that the gangway connecting plates (14) protect the intercommunicating gangway (1) as a whole from being vertically levered out of the gangway bearings (2; 2aa, 2ab, 2ba and 2bb).
6. An intercommunicating gangway as claimed in at least one of the preceding Claims 1-5, characterised in that a respective upper and lower sliding strip (8a, 8b) is arranged between the upper and lower leg (7a, 7b) and the rails (3).
7. An intercommunicating gangway as claimed in at least one of the preceding Claims 1-6, characterised in that the guidance of the rails (3) of the gangway deck in relation to one another is effected by means of sliding components (6) which extend between the rails (3) and in parallel with the latter, for example circular rods made of synthetic resin with sliding properties, where a predetermined interval between the rails (3) is maintained.
8. An intercommunicating gangway as claimed in at least one of the preceding Claims 1-7, characterised in that the rails (3) of the gangway deck are clamped to one another by virtue of a special design and arrangement.
9. An intercommunicating gangway as claimed in at least one of the preceding Claims 1-8, characterised in that at least one rail (3) of the gangway deck is connected at its ends in form- fitting fashon to the assigned supporting profiles (4a, 4b) by a respective articulation (17) and is pivotable in the plane of the supporting profiles (4a, 4b).
10. An intercommunicating gangway as claimed in at least one of the preceding Claims 1-9, characterised in that a centering device (13) operates in the centre of the intercommunicating gangway (1) and maintains the intercommunicating gangway (1), which can be moved freely in the longitudinal direction, in the central position between the ends of the vehicles.
EP87105049A 1986-08-22 1987-04-04 Bridge for a communication passage between coaches Expired - Lifetime EP0257185B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87105049T ATE52973T1 (en) 1986-08-22 1987-04-04 TRANSITION BRIDGE FOR A TRANSITION FACILITIES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863628627 DE3628627A1 (en) 1986-08-22 1986-08-22 TRANSITION BRIDGE FOR A TRANSITION DEVICE
DE3628627 1986-08-22

Publications (2)

Publication Number Publication Date
EP0257185A1 EP0257185A1 (en) 1988-03-02
EP0257185B1 true EP0257185B1 (en) 1990-05-23

Family

ID=6308011

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87105049A Expired - Lifetime EP0257185B1 (en) 1986-08-22 1987-04-04 Bridge for a communication passage between coaches

Country Status (10)

Country Link
US (1) US4802417A (en)
EP (1) EP0257185B1 (en)
JP (1) JPS6353166A (en)
AT (1) ATE52973T1 (en)
AU (1) AU591857B2 (en)
CA (1) CA1297343C (en)
DE (2) DE3628627A1 (en)
DK (1) DK165872C (en)
FI (1) FI89147C (en)
NO (1) NO167557C (en)

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DE102015214747A1 (en) 2015-08-03 2017-02-09 Siemens Aktiengesellschaft Transition device for rail vehicles

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DE3839716A1 (en) * 1988-11-24 1990-05-31 Huebner Gummi & Kunststoff FRONT SIDE OF A RAILWAY TOUR
FR2642373A1 (en) * 1989-02-01 1990-08-03 Caoutchouc Manuf Plastique Deformable floor for the passage of heavy goods vehicles between road or rail transport vehicles
EP0441069A1 (en) * 1990-02-05 1991-08-14 Caoutchouc Manufacture Et Plastiques Societe Anonyme Ductile floor for the passage of heavy road vehicles between railway transport vehicles or road transport vehicles
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ES2107699T3 (en) * 1994-02-25 1997-12-01 Huebner Gummi & Kunststoff ARTICULATED GANGWAY, IN DIAGONAL, MOBILE, AS PART OF AN INTERCOMMUNICATION BETWEEN TWO VEHICLES.
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Publication number Priority date Publication date Assignee Title
DE102015214747A1 (en) 2015-08-03 2017-02-09 Siemens Aktiengesellschaft Transition device for rail vehicles

Also Published As

Publication number Publication date
DK165872C (en) 1993-06-28
ATE52973T1 (en) 1990-06-15
DE3628627A1 (en) 1988-02-25
FI873579A (en) 1988-02-23
NO167557B (en) 1991-08-12
US4802417A (en) 1989-02-07
FI89147C (en) 1993-08-25
AU591857B2 (en) 1989-12-14
NO167557C (en) 1991-11-20
DK437487A (en) 1988-02-23
DE3628627C2 (en) 1991-10-24
DK165872B (en) 1993-02-01
EP0257185A1 (en) 1988-03-02
DK437487D0 (en) 1987-08-21
NO873544D0 (en) 1987-08-21
CA1297343C (en) 1992-03-17
FI873579A0 (en) 1987-08-19
AU7731787A (en) 1988-02-25
DE3762828D1 (en) 1990-06-28
JPS6353166A (en) 1988-03-07
NO873544L (en) 1988-02-23
FI89147B (en) 1993-05-14

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