EP0257185B1 - Passerelle pour passage d'intercirculation de voitures - Google Patents

Passerelle pour passage d'intercirculation de voitures 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
Authority
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
Application number
EP87105049A
Other languages
German (de)
English (en)
Other versions
EP0257185A1 (fr
Inventor
Wolfgang Dipl.-Ing. Küker
Werner Dipl.-Ing. Ortmann
Peter Braemert
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 Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH filed Critical Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
Priority to AT87105049T priority Critical patent/ATE52973T1/de
Publication of EP0257185A1 publication Critical patent/EP0257185A1/fr
Application granted granted Critical
Publication of EP0257185B1 publication Critical patent/EP0257185B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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.

Landscapes

  • 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)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Multiple-Way Valves (AREA)
  • Compounds Of Unknown Constitution (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Paper (AREA)
  • Soil Working Implements (AREA)
  • Spinning Or Twisting Of Yarns (AREA)

Claims (10)

1. Passerelle (1) pour des dispositifs de passage entre deux véhicules ferroviaires ou éléments de véhicules ferroviaires reliés par articulation, dont le tablier présente un certain nombre de rails (3) sensiblement rigides qui sont disposés de façon parallèle, à des intervalles prédéfinis, et déplaçables les uns par rapport aux autres, qui sont eux- mêmes guidés, à l'aide d'éléments de guidage, par rappot aux extrémités des véhicules et qui, en position de départ, sont parallèles au sens transversal des véhicules, caractérisée en ce que l'ensemble de la passerelle (1) est supporté et guidé, déplaçable longitudinalement, à chacune des extrémités en vis-à-vis des véhicules, par des supports de passerelle (2), en ce que la passerelle (1) est disposée sur les supports de passerelle (2) de façon à pouvoir pivoter sur un axe vertical et à être mobile hors du plan horizontal, et en ce que les rails (3) du tablier de la passerelle (1) sont montés des deux côtés, aux deux extrémités, dans un profilé de support (4a ou 4b) commun à tous les rails (3) et sont déplaçables longitudinalement, par guidage forcé, à l'intérieur du tablier de la passerelle.
2. Passerelle selon la revendication 1, caractérisée en ce que les profilés de support (4a ou 4b) sont supportés et guidés aux extrémités en vis-à-vis des véhicules par des supports de passerelle (2aa et 2ab ou 2ba et 2bb) qui leur sont affectés.
3.. Passerelle selon a revendication 1 ou 2, caractérisée en ce que chaque profilé de support latéral (4a, 4b) est construit comme un profilé en u qui entoure les extrémités des rails (3).
4. Passerelle selon l'une au moins des revendications précédentes 1 à 3, caractérisée en ce qu'un guide horizontal (10) et un guide vertical (9) pour les profilés de support (4a et 4b) sont montés sur chacun des supports de passerelle (2, respectivement 2aa, 2ab, 2ba et 2bb).
5. Passerelle selon l'une au moins des revendications précédentes 1 à 4, caractérisée en ce que les tôles maîtresses de passerelle (13) empêchent ensemble de la passerelle (1) de se dégager des supports de passerelle (2, respectivement 2aa, 2ab, 2ba et 2bb) par soulèvement vertical.
6. Passerelle selon l'une au moins des revendications précédentes 1 à 5, caractérisée en ce qu'une latte coulissante supérieure ou inférieure (8a ou 8b) est disposée respectivement entre la branche supérieure ou inférieure (7a ou 7b) et les rails (3).
7. Passerelle selon l'une au moins des revendications précédentes 1 à 6, caractérisée en ce que le guidage des rails (3) du tablier les uns par rapport aux autres se fait au moyen de pièces coulissantes (6) disposées entre les rails (3) et orientées parallèlement à ces derniers, par exemple à l'aide de barres rondes en matière plastique glissante, un écartement prédéfini étant respecté entre les rails (3).
8. Passerelle selon l'une au moins des revendications précédentes 1 à 7, caractérisée en ce que les rails (3) du tablier sont agrafés entre eux grâce à une configuration et à une disposition spéciales.
9. Passerelle selon l'une au moins des revendications précédentes 1 à 8, caractérisée en ce que l'un au moins des rails (3) du tablier est relié méchaniquement, à ses extrémités, aux profilés de support correspondants (4a, 4b), à l'aide d'un joint articulé (17), et est pivotant dans la plan des profilés de support (4a, 4b).
10. Passerelle selon l'une au moins des revendications précédentes 1 à 9, caractérisée en ce qu'un dispositif de centrage (15) est en prise avec le milieu de la passerelle (1), ledit dispositif de centrage (15) maintenant la passerelle (1), librement mobile longitudinalement, dans une position centrale entre les extrémités des véhicules.
EP87105049A 1986-08-22 1987-04-04 Passerelle pour passage d'intercirculation de voitures Expired - Lifetime EP0257185B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87105049T ATE52973T1 (de) 1986-08-22 1987-04-04 Uebergangsbruecke fuer eine uebergangseinrichtung.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863628627 DE3628627A1 (de) 1986-08-22 1986-08-22 Uebergangsbruecke fuer eine uebergangseinrichtung
DE3628627 1986-08-22

Publications (2)

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

Family

ID=6308011

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87105049A Expired - Lifetime EP0257185B1 (fr) 1986-08-22 1987-04-04 Passerelle pour passage d'intercirculation de voitures

Country Status (10)

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

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015214747A1 (de) 2015-08-03 2017-02-09 Siemens Aktiengesellschaft Übergangseinrichtung für Schienenfahrzeuge

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3806702A1 (de) * 1988-03-02 1989-09-14 Huebner Gummi & Kunststoff Gliederbruecke als teil eines trennbaren wagenueberganges
DE3839716A1 (de) * 1988-11-24 1990-05-31 Huebner Gummi & Kunststoff Stirnseite eines eisenbahnreisezugwagens
FR2642373A1 (fr) * 1989-02-01 1990-08-03 Caoutchouc Manuf Plastique Plancher deformable pour le passage de poids lourds entre vehicules de transports ferroviaires ou routiers
DE441069T1 (de) * 1990-02-05 1992-10-15 Caoutchouc Manufacture Et Plastiques S.A., Versailles Elastischer boden fuer den uebergang von schwerlastfahrzeugen zwischen eisenbahntransportwagen oder strassentransportfahrzeugen.
DE59203855D1 (de) * 1992-08-08 1995-11-02 Huebner Gummi & Kunststoff Gliederbrücke eines trennbaren Übergangs zwischen gelenkig miteinander gekuppelten Fahrzeugen.
EP0669243B1 (fr) * 1994-02-25 1997-08-06 HÜBNER Gummi- und Kunststoff GmbH Eléments d'une passerelle d'intercommunication mobile en diagonale entre deux véhicules
CN1074371C (zh) * 1995-07-06 2001-11-07 许布奈橡胶塑料公司 链节桥
JP3054957B2 (ja) * 1995-07-06 2000-06-19 ヒユープナー グミ−ウント クンストシユトツフ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング リンクブリッジ
US5771812A (en) * 1995-07-06 1998-06-30 Hubner Gummi-Und Kunststoff Gmbh Articulated gangway
US6292968B1 (en) * 1999-09-10 2001-09-25 Mclain Perry E. Articulated bridge
EP2261097B1 (fr) * 2009-06-08 2011-04-27 Hübner GmbH Pont articulé d'un passage entre deux véhicules couplés de manière articulée

Family Cites Families (13)

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Publication number Priority date Publication date Assignee Title
US1449403A (en) * 1919-07-01 1923-03-27 Hedley Frank Collapsible guard lookout station for railway cars
DE539581C (de) * 1930-08-08 1931-11-30 Philipp Kremer Dr Ing UEbergangsplattform fuer Wagen mit verschiebbaren Staeben
DE640970C (de) * 1935-01-19 1937-01-16 Deutsche Reichsbahn Windschnittige Ausbildung der Stirnflaechen kuppelfaehiger Eisenbahnfahrzeuge
BE460037A (fr) * 1939-06-29
NL288468A (fr) * 1955-11-25
US3137514A (en) * 1960-10-27 1964-06-16 Kaessbohrer Fahrzeug Karl Articulated road trains
US3370552A (en) * 1961-02-27 1968-02-27 Paragon Bridge & Steel Company Railway carrier for automotive vehicles
US3572254A (en) * 1968-12-16 1971-03-23 United States Gypsum Co Bridge plate construction
US3754515A (en) * 1971-12-27 1973-08-28 Pullman Corp Connection passage between railway passenger cars
DE3030015A1 (de) * 1980-08-08 1982-04-01 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8000 München Gelenkfahrzeug, insbesondere omnibus
DE3305062A1 (de) * 1983-02-14 1984-08-16 Hübner Gummi- und Kunststoff GmbH, 3500 Kassel Uebergangsbruecke fuer schienenfahrzeuge
DE3347082A1 (de) * 1983-12-24 1985-07-04 Phoenix Ag, 2100 Hamburg Uebergang fuer personenwagen von schienenfahrzeugen
US4667604A (en) * 1985-08-08 1987-05-26 Thrall Car Manufacturing Company Autorack railroad car improved bridge plate support structure

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015214747A1 (de) 2015-08-03 2017-02-09 Siemens Aktiengesellschaft Übergangseinrichtung für Schienenfahrzeuge

Also Published As

Publication number Publication date
DE3762828D1 (de) 1990-06-28
FI89147C (fi) 1993-08-25
DE3628627A1 (de) 1988-02-25
FI873579A0 (fi) 1987-08-19
NO167557C (no) 1991-11-20
DK437487A (da) 1988-02-23
NO873544D0 (no) 1987-08-21
FI873579A (fi) 1988-02-23
AU591857B2 (en) 1989-12-14
DK165872C (da) 1993-06-28
DK165872B (da) 1993-02-01
NO873544L (no) 1988-02-23
NO167557B (no) 1991-08-12
US4802417A (en) 1989-02-07
EP0257185A1 (fr) 1988-03-02
CA1297343C (fr) 1992-03-17
FI89147B (fi) 1993-05-14
ATE52973T1 (de) 1990-06-15
JPS6353166A (ja) 1988-03-07
DK437487D0 (da) 1987-08-21
DE3628627C2 (fr) 1991-10-24
AU7731787A (en) 1988-02-25

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