EP0331121B1 - Bridge elements for disconnectible intercommunication passage between vehicles - Google Patents

Bridge elements for disconnectible intercommunication passage between vehicles Download PDF

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Publication number
EP0331121B1
EP0331121B1 EP89103516A EP89103516A EP0331121B1 EP 0331121 B1 EP0331121 B1 EP 0331121B1 EP 89103516 A EP89103516 A EP 89103516A EP 89103516 A EP89103516 A EP 89103516A EP 0331121 B1 EP0331121 B1 EP 0331121B1
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EP
European Patent Office
Prior art keywords
bridge
slide
link
link bridge
trough
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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EP89103516A
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German (de)
French (fr)
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EP0331121A2 (en
EP0331121A3 (en
Inventor
Peter Braemert
Ingo Britzke
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Huebner Gummi und Kunststoff GmbH
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Huebner Gummi und Kunststoff GmbH
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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

  • Such link bridges have the advantage that, due to their diagonal adjustability, they do not impair the running of the vehicle and enable an optimal transition for the passengers.
  • the object of the present invention is to provide a generic link bridge in an expedient manner with regard to the installation conditions and coupling possibility.
  • the "installation conditions” is understood to mean the assignment of the transition pressures to the one of the carriages that are coupled or to be coupled. This problem must be taken into account in particular because the bridge should be stably and reliably mounted on the vehicle on the one hand, and on the other hand the relative movements between the two coupled vehicles in the vehicle longitudinal direction that result from the play in the coupling device between the two vehicles must be taken into account and should not be included in the bridge itself, because otherwise the structure would be considerably complicated, which is undesirable, because the bridge must already be relatively multi-parted in order to be able to take into account the other relative movements between the two vehicles.
  • the “coupling possibility” is understood to mean that two bridges which jointly bridge the space between two vehicles coupled to one another must be releasably connectable to one another in the middle between the two vehicles.
  • a detachable connection or coupling option is necessary in order to be able to couple or separate two vehicles within a train and to be able to set in two different moves as the final runner.
  • the link bridge parts are folded up. It is necessary to design this coupling option in such a way that two carriages can be coupled to each other with their two end faces, so that the sequence of a large number of carriages within a train need not be observed.
  • the invention therefore deals with the possibilities of connecting or storing transition bridges in accordance with the prior art mentioned.
  • a trough running in the transverse direction is attached to the floor structure of the railroad car or embedded in the front side, which consists of two side angle rails 1, a relatively high rear wall 2 connecting the angle rails 1 and one of the two angle rails 1 also interconnecting angle rail 3. It is a welded sheet metal structure, which is detachably attached to the rail car by means of the rear wall 2 or not detachably by conventional means.
  • a slide 4 is mounted in the trough in the longitudinal direction of the vehicle, the adjustment path of which results from the spring travel in the coupling, which is assigned to the railroad car in the usual way and with which it can be coupled to a next railroad car.
  • the carriage 4 has a U-shaped cross section when viewed from the side with a higher rear wall and a lower front wall. At the upper end of the rear wall, an outwardly directed horizontal bar 5 is attached.
  • the adjustment path of the carriage 4 is limited at the front by the front angle rail 3 of the trough.
  • the movement of the slide towards the wall 2 is counteracted by a leaf spring 6, the center of which is held in a bearing 7 on the rear wall 2 of the trough 1-3 and which bears against the slide 4 with both curved ends.
  • the leaf spring 6 is designed and arranged so that it is increasingly tensioned with decreasing distance of the carriage 4 from the trough wall 2.
  • the bar 5 can be included in the tuning so that it abuts the rear trough wall 2 at one end of the adjustment path of the slide 4, shortly before the spring 6 has reached its maximum tension.
  • the horizontal sections 1a of the angle rails 1 are each coated with a friction-reducing coating 8 in the adjustment area of the slide 4.
  • the slide is supported on the horizontal sections 1 a of the angle rails 1 via these coverings 8.
  • a sliding pad 9 is placed on the top 5 and at each end on the bar 5, and the slide is supported on an upper plate 5a via these pillows at both ends of the bar 5, which also connects the angle rails with each other.
  • the lateral guidance of the carriage 4 is served by rollers 10, one of which is supported on the end face on the underside of the carriage, is freely rotatable about a vertical axis and is supported on a downward section 1b on one of the side rails 1.
  • a disc 10a is arranged on the end of the vertical axis in order to prevent the slide from tilting upwards.
  • the circular disc 10a has a diameter which is so much larger than that of the roller 10 and is arranged at such a distance below it that it comes to rest on the underside of section 1b of the respective lateral angle rail 1 when the slide 4 is in this area is set inadmissibly high.
  • a rigid, low frame, which has the rear cross tube 11, is mounted in two bearings offset from one another in the transverse direction of the vehicle.
  • Each bearing consists of two parallel end plates 12, 13, which carry a cross pin 14 between them, on which a tongue 15 is rotatably mounted, the front end of which is connected to the cross tube 11.
  • the end shields 12, 13 are fastened with their rear ends to the rear wall of the slide 4.
  • the first of a plurality of successive tread members 16 is fastened on the cross tube 11.
  • Each of these tread members has an I cross-section, the first tread member resting with its two rear flanges on the top and bottom of the cross tube 11 or its parallel top and bottom surface and with the back of its web on the front of the two parallel side walls of the rectangular cross section Cross tube 11 abuts.
  • tread members 16 are held at both ends between the flanges of the cross-sectionally shaped side parts 17 of the frame.
  • the side parts 17 of the frame face each other with their horizontal flanges, so that the tread members can be held between these flanges.
  • the flanges of the tread members are slightly longer at their ends than the webs and slotted, the tread members with these slots 18 encompassing pins 19 which are held in the flanges of the side parts 17. In this way, the tread members 16 are held in an articulated manner between the flanges of the side parts 17.
  • the tread members are preferably aluminum profiles, which are provided with a friction-increasing coating on the top.
  • An intermediate member 20 is held between two successive tread members 16.
  • the intermediate links have essentially the same cross section as the step links 16, but are preferably made of plastic. They therefore have a correspondingly thicker wall thickness and the web is double-walled or a chamber profile.
  • the intermediate profiles are so much lower than the tread members that they can be held in the area between the two flanges of a tread member. They too are slotted at the ends and encompass a pin of a side part 17 with each slit.
  • a transition plate 21 is pivotally mounted on the railway wagon, the free end of which rests loosely on the bridge.
  • the ends of the bridge halves facing each other are designed as follows.
  • the design of the two ends of the bridge halves on one side of a vertical longitudinal plane is described by both railway carriages, it being noted that the arrangement on the other side of this longitudinal plane is the same, the parts on the "one" side of the one "Half of the bridge are assigned, on the other side of the longitudinal plane of the" other "half of the bridge are assigned and vice versa, so that railroad cars can be coupled to one another in any desired and changing order.
  • a bolt 25 is adjustable under the influence of a spring 26 or against the action of this spring.
  • the bolt 25 protrudes with its conical head 27 and is inserted into a bolt receptacle 28 which is assigned at the end to the other half of the bridge. It is essentially a perforated sheet that is held on the other half of the bridge. In this locking position of the bolt 25, the spring 26 is completely or largely relaxed.
  • the bolt 25 with its head 27 must be able to be pushed out of the bolt receptacle 28.
  • a thumb 30 protrudes into a pocket 29 of the bolt 25, which is seated on a vertical pin 31 which can be rotated about its longitudinal axis in order to pivot the thumb 30 and to be able to move the bolt 25.
  • the pin 31 is formed as a square at the upper end, onto which a corresponding key is to be attached through an opening in the upper flange of the last step member.
  • the pin 31 is seated in a second tube 32 corresponding to the tube 24 between the tube 24 and the tread member 16.
  • the link bridge according to the invention has a number of advantages overall.
  • the transverse offset between the two railway carriages can be accommodated in the bridge because it can be adjusted in the diagonal directions. It is limited when one of the side parts 17 comes into contact with one of the angle rails 1 by means of a rubber buffer 33 on the outer vertical section 1c.
  • the height offset between the two railway carriages can be accommodated in the joints 12 to 15. These joints also make it possible to fold the bridge up against the front wall of the carriage in the case of a runner. Length changes in the distance between two coupled railway carriages due to the coupling play are caused by the longitudinal movements of the carriages of two coupled bridges added in the troughs. These two bridges are centered by the springs 6 in the middle between the two carriages.
  • One end position of the bridge is designated I in FIG. 1, the other end position II.

Abstract

The subject of the invention is an articulated gangway as a component of a disconnectable intercommunication passage between two rail vehicles coupled to one another in an articulated fashion, said gangway having a plurality of rod-shaped tread elements (16) which are consecutive in the longitudinal direction of the gangway, run in the transverse direction of the gangway and whose ends are assigned in an articulated fashion to the side parts of a frame following approximately the circumferential contour of the gangway, the one end part of said frame which runs in the transverse direction of the gangway being constructed for attachment to one of the two rail vehicles to be coupled to one another and the other end part of said frame which runs in the transverse direction of the gangway being constructed for attachment to the corresponding end part of the articulated gangway of the other of the two rail vehicles coupled to one another. The frame end part which runs in the transverse direction of the gangway and is to be assigned to one of the rail vehicles coupled to one another is mounted on a slide (4) which is adjustable in the longitudinal direction of the gangway in a trough of the rail vehicle through an adjustment path which is derived from the longitudinal play in the coupling between the two rail vehicles. <IMAGE>

Description

Es sind Gliederbrücken mit den Merkmalen des Gattungsbegriffes des Anspruches 1 bekannt (DE-OSen 3 305 062, 3 401 298).There are link bridges with the features of the generic term of claim 1 known (DE-OSen 3 305 062, 3 401 298).

Solche Gliederbrücken haben den Vorteil, daß sie auf Grund ihrer Diagonalverstellbarkeit den Fahrzeuglauf nicht beeinträchtigen und einen optimalen Übergang für die Fahrgäste ermöglichen.Such link bridges have the advantage that, due to their diagonal adjustability, they do not impair the running of the vehicle and enable an optimal transition for the passengers.

Aufgabe der vorliegenden Erfindung ist es, eine gattungsgemäße Gliederbrücke bezüglich der Einbauverhältnisse und Kupplungsmöglichkeit in zweckmäßiger Weise auszubilden. Unter den "Einbauverhältnissen" wird die Zuordnung der Übergangsdrücke zum einen der miteinander gekuppelten bzw. zu kuppelnden Wagen verstanden. Dieser Problematik ist insbesondere deswegen Rechnung zu tragen, weil die Brücke einerseits stabil und zuverlässig an dem Fahrzeug gelagert sein soll, andererseits die Relativbewegungen zwischen den beiden miteinander gekuppelten Fahrzeugen in Fahrzeuglängsrichtung berücksichtigt werden müssen, die aus dem Spiel in der Kupplungsvorrichtung zwischen den beiden Fahrzeugen resultieren und in der Brücke selbst nicht aufgenommen werden sollten, weil deren Aufbau sonst erheblich kompliziert würde, was nicht erwünscht ist, weil die Brücke ohnehin schon relativ vielteilig sein muß, um den übrigen Relativbewegungen zwischen den beiden Fahrzeugen Rechnung tragen zu können. Unter der "Kupplungsmöglichkeit" wird verstanden, daß zwei Brücken, die gemeinsam den Zwischenraum zwischen zwei miteinander gekuppelten Fahrzeugen überbrücken, in der Mitte zwischen den beiden Fahrzeugen lösbar miteinander verbindbar sein müssen. Eine lösbare Verbindungs- bzw. Kupplungsmöglichkeit ist notwendig, um zwei Fahrzeuge innerhalb eines Zuges miteinander kuppeln zu können oder voneinander trennen zu können und als Schlußläufer in zwei verschiedene Züge einstellen zu können. Hierbei sind die Gliederbrückenteile hochgeklappt. Dabei ist es notwendig, diese Kupplungsmöglichkeit so auszubilden, daß zwei Wagen mit jeder ihrer beiden Stirnseiten miteinander gekuppelt werden können, auf die Reihenfolge einer vielzahl von wagen innerhalb eines Zuges also nicht geachtet werden muß. Die Erfindung befaßt sich also aufgabegemäß mit den Möglichkeiten des Anschlusses bzw. der Lagerung von übergangsbrücken gemäß dem genannten Stand der Technik.The object of the present invention is to provide a generic link bridge in an expedient manner with regard to the installation conditions and coupling possibility. The "installation conditions" is understood to mean the assignment of the transition pressures to the one of the carriages that are coupled or to be coupled. This problem must be taken into account in particular because the bridge should be stably and reliably mounted on the vehicle on the one hand, and on the other hand the relative movements between the two coupled vehicles in the vehicle longitudinal direction that result from the play in the coupling device between the two vehicles must be taken into account and should not be included in the bridge itself, because otherwise the structure would be considerably complicated, which is undesirable, because the bridge must already be relatively multi-parted in order to be able to take into account the other relative movements between the two vehicles. The “coupling possibility” is understood to mean that two bridges which jointly bridge the space between two vehicles coupled to one another must be releasably connectable to one another in the middle between the two vehicles. A detachable connection or coupling option is necessary in order to be able to couple or separate two vehicles within a train and to be able to set in two different moves as the final runner. Here the link bridge parts are folded up. It is necessary to design this coupling option in such a way that two carriages can be coupled to each other with their two end faces, so that the sequence of a large number of carriages within a train need not be observed. The invention therefore deals with the possibilities of connecting or storing transition bridges in accordance with the prior art mentioned.

Der Lösung der Aufgabe dienen die Mermale der Kennzeichnungsteile der Patentansprüche.The characteristics of the labeling parts of the claims serve to solve the problem.

Die Erfindung ist nachfolgend anhand der Zeichnung näher erläutert. In der Zeichnung zeigen:

  • Fig. 1 das einem von zwei miteinander gekuppelten Fahrzeugen zugekehrte und an diesem gelagerte Ende einer erfindungsgemäß ausgestalteten Gliederbrücke,
  • Fig. 2 das andere Ende einer erfindungsgemäß ausgestalteten Glieder brücke, das mit dem entsprechenden "anderen" Ende einer zweiten, erfindungsgemäß ausgestalteten Gliederbrücke eines mit dem erstgenannten Fahrzeug gekuppelten Fahrzeuges gekuppelt ist,
  • Fig. 3 eine Draufsicht auf den in Fig. 1 dargestellten Brückenbereich in einem etwas anderen Maßstab,
  • Fig. 4 eine Draufsicht auf den in Fig .2 dargestellten Brückenbereich in einem nochmals veränderten Maßstab,
  • Fig. 5 einen Schnitt nach der Linie A - A in Fig. 3 und
  • Fig. 6 einen Schnitt nach der Linie B - B in Fig. 4.
The invention is explained below with reference to the drawing. The drawing shows:
  • 1 shows the end of an articulated bridge designed in accordance with the invention facing one of two coupled vehicles and supported thereon,
  • 2 the other end of a link designed according to the invention, which is coupled to the corresponding "other" end of a second link bridge designed according to the invention of a vehicle coupled to the first-mentioned vehicle,
  • 3 is a top view of the bridge area shown in FIG. 1 on a slightly different scale,
  • 4 shows a plan view of the bridge area shown in FIG. 2 on a further changed scale,
  • Fig. 5 is a section along the line A - A in Fig. 3 and
  • 6 shows a section along the line BB in FIG. 4.

An der Stirnseite eines Eisenbahnwagens ist ein in Querrichtung verlaufender Trog an das Bodengerippe des Eisenbahnwagens angesetzt bzw. in die Stirnseite eingelassen, der aus zwei seitlichen winkelschienen 1, einer relativ hohen die winkelschienen 1 miteinander verbindenden hinteren Wand 2 und aus einer die beiden Winkelschienen 1 ebenfalls miteinander verbindenden Winkelschiene 3 besteht. Es handelt sich um eine geschweißte Blechkonstruktion, die mittels der hinteren Wand 2 lösbar oder mit üblichen Mitteln nicht lösbar am Eisenbahnwagen befestigt ist. In dem Trog ist in Fahrzeuglängsrichtung verstellbar ein Schlitten 4 gelagert, dessen Verstellweg sich aus dem Federweg in der Kupplung ergibt, die dem Eisenbahnwagen in üblicher Weise zugeordnet ist und mit der dieser mit einem nächstfolgenden Eisenbahnwagen kuppelbar ist. Der Schlitten 4 hat von der Seite gesehen einen U-förmigen Querschnitt mit höherer Hinterwand und niedrigerer Vorderwand. Am oberen Ende der Hinterwand ist eine nach außen gerichtete horizontale Leiste 5 angesetzt. Der Verstellweg des Schlittens 4 wird nach vorn begrenzt durch die vordere winkelschiene 3 des Troges. Der Verstellbewegung des Schlittens zu der Wand 2 hin wirkt eine Blattfeder 6, entgegen, deren Mitte in einem Lager 7 an der hinteren Wand 2 des Troges 1 - 3 gehalten ist und die mit beiden gewölbten Enden am Schlitten 4 anliegt. Die Blattfeder 6 ist so ausgebildet und angeordnet, daß sie mit abnehmender Entfernung des Schlittens 4 von der Trogwand 2 zunehmend gespannt wird. Um eine Überlastung der Feder 6 auszuschließen, kann die Leiste 5 so in die Abstimmung einbezogen werden, daß sie am einen Ende des Verstellweges des Schlittens 4 an der hinteren Trogwand 2 anstößt, kurz ehe die Feder 6 ihre maximale Spannung erreicht hat. Zur Minderung der Gleitreibung sind die horizontalen Abschnitte 1a der Winkelschienen 1 im Verstellbereich des Schlittens 4 mit je einem reibungsmindernden Belag 8 beschichtet. Über diese Beläge 8 ist der Schlitten auf den horizontalen Abschnitten 1a der Winkelschienen 1 abgestützt. Um ein Kippen des Schlittens 4 um seine Längsachse zu verhindern, ist auf der Oberseite und an jedem Ende auf die Leiste 5 ein Gleitkissen 9 aufgesetzt, und über diese Kissen an beiden Enden der Leiste 5 stützt sich der Schlitten an einer oberen Platte 5a ab, die die Winkelschienen ebenfalls miteinander verbindet. Der Seitenführung des Schlittens 4 dienen Rollen 10, von denen je eine stirnseitig an der Unterseite des Schlittens gelagert ist, um eine vertikale Achse frei drehbar ist und sich an einem nach unten gerichteten Abschnitt 1b an einer der Seitenschienen 1 abstützt. Auf dem unteren Ende der vertikalen Achse ist auf dieser eine Scheibe 10a angeordnet, um ein Kippen des Schlittens nach oben zu verhindern. Hierzu hat die kreisrunde Scheibe 10a einen so viel größeren Durchmesser als die Rolle 10 und ist sie in einem solchen Abstand unterhalb dieser angeordnet, daß sie an der Unterseite des Abschnittes 1b der jeweiligen seitlichen Winkelschiene 1 zur Anlage kommt, wenn der Schlitten 4 in diesem Bereich unzulässig weit nach oben verstellt wird.On the front side of a railroad car, a trough running in the transverse direction is attached to the floor structure of the railroad car or embedded in the front side, which consists of two side angle rails 1, a relatively high rear wall 2 connecting the angle rails 1 and one of the two angle rails 1 also interconnecting angle rail 3. It is a welded sheet metal structure, which is detachably attached to the rail car by means of the rear wall 2 or not detachably by conventional means. A slide 4 is mounted in the trough in the longitudinal direction of the vehicle, the adjustment path of which results from the spring travel in the coupling, which is assigned to the railroad car in the usual way and with which it can be coupled to a next railroad car. The carriage 4 has a U-shaped cross section when viewed from the side with a higher rear wall and a lower front wall. At the upper end of the rear wall, an outwardly directed horizontal bar 5 is attached. The adjustment path of the carriage 4 is limited at the front by the front angle rail 3 of the trough. The movement of the slide towards the wall 2 is counteracted by a leaf spring 6, the center of which is held in a bearing 7 on the rear wall 2 of the trough 1-3 and which bears against the slide 4 with both curved ends. The leaf spring 6 is designed and arranged so that it is increasingly tensioned with decreasing distance of the carriage 4 from the trough wall 2. In order to rule out overloading of the spring 6, the bar 5 can be included in the tuning so that it abuts the rear trough wall 2 at one end of the adjustment path of the slide 4, shortly before the spring 6 has reached its maximum tension. In order to reduce the sliding friction, the horizontal sections 1a of the angle rails 1 are each coated with a friction-reducing coating 8 in the adjustment area of the slide 4. The slide is supported on the horizontal sections 1 a of the angle rails 1 via these coverings 8. In order to prevent the slide 4 from tipping about its longitudinal axis, a sliding pad 9 is placed on the top 5 and at each end on the bar 5, and the slide is supported on an upper plate 5a via these pillows at both ends of the bar 5, which also connects the angle rails with each other. The lateral guidance of the carriage 4 is served by rollers 10, one of which is supported on the end face on the underside of the carriage, is freely rotatable about a vertical axis and is supported on a downward section 1b on one of the side rails 1. On the lower one A disc 10a is arranged on the end of the vertical axis in order to prevent the slide from tilting upwards. For this purpose, the circular disc 10a has a diameter which is so much larger than that of the roller 10 and is arranged at such a distance below it that it comes to rest on the underside of section 1b of the respective lateral angle rail 1 when the slide 4 is in this area is set inadmissibly high.

In zwei in Fahrzeugquerrichtung gegeneinander versetzten Lagern ist ein starrer niedriger Rahmen gelagert, der das hintere Querrohr 11 aufweist. Jedes Lager besteht aus zwei parallelen Lagerschilden 12, 13, die zwischen sich einen Querzapfen 14 tragen, auf dem drehbar eine Zunge 15 gelagert ist, deren vorderes Ende mit dem Querrohr 11 verbunden ist. Die Lagerschilde 12, 13 sind mit ihren hinteren Enden an der hinteren Wand des Schlittens 4 befestigt. Auf dem Querrohr 11 ist das erste von mehreren aufeinanderfolgenden Trittgliedern 16 befestigt. Jedes dieser Trittglieder hat I-Querschnitt, wobei das erste Trittglied mit seinen beiden hinteren Flanschen oben und unten auf dem Querrohr 11 bzw. dessen parallelen Deck- und Grundfläche aufliegt und mit der Rückseite seines Steges an der vorderen der beiden parallelen Seitenwände des im Querschnitt rechteckigen Querrohres 11 anliegt. Die in Querschnitt und Länge gleichen Trittglieder 16 sind an beiden Enden zwischen den Flanschen der im Querschnitt -förmigen Seitenteile 17 des Rahmens gehalten. Die Seitenteile 17 des Rahmens weisen mit ihren horizontalen Flanschen aufeinander zu, so daß die Trittglieder zwischen diesen Flanschen gehalten werden können. Die Flansche der Trittglieder sind an ihren Enden etwas länger als die Stege und geschlitzt, wobei die Trittglieder mit diesen Schlitzen 18 Zapfen 19 umgreifen, die in den Flanschen der Seitenteile 17 gehalten sind. Auf diese Weise sind die Trittglieder 16 zwischen den Flanschen der Seitenteile 17 gelenkig ortsfest gehalten. Die Trittglieder sind vorzugsweise Aluminiumprofile, die auf der Oberseite mit einem reibungserhöhenden Belag versehen sind.A rigid, low frame, which has the rear cross tube 11, is mounted in two bearings offset from one another in the transverse direction of the vehicle. Each bearing consists of two parallel end plates 12, 13, which carry a cross pin 14 between them, on which a tongue 15 is rotatably mounted, the front end of which is connected to the cross tube 11. The end shields 12, 13 are fastened with their rear ends to the rear wall of the slide 4. The first of a plurality of successive tread members 16 is fastened on the cross tube 11. Each of these tread members has an I cross-section, the first tread member resting with its two rear flanges on the top and bottom of the cross tube 11 or its parallel top and bottom surface and with the back of its web on the front of the two parallel side walls of the rectangular cross section Cross tube 11 abuts. The same in cross-section and length tread members 16 are held at both ends between the flanges of the cross-sectionally shaped side parts 17 of the frame. The side parts 17 of the frame face each other with their horizontal flanges, so that the tread members can be held between these flanges. The flanges of the tread members are slightly longer at their ends than the webs and slotted, the tread members with these slots 18 encompassing pins 19 which are held in the flanges of the side parts 17. In this way, the tread members 16 are held in an articulated manner between the flanges of the side parts 17. The tread members are preferably aluminum profiles, which are provided with a friction-increasing coating on the top.

Zwischen je zwei aufeinanderfolgenden Trittgliedern 16 ist ein Zwischenglied 20 gehalten. Die Zwischenglieder haben im wesentlichen den gleichen Querschnitt wie die Trittglieder 16, bestehen jedoch vorzugsweise aus Kunststoff. Sie haben deshalb eine entsprechend dickere Wandstärke und der Steg ist doppelwandig ausgeführt bzw. ein Kammerprofil. Außerdem sind die Zwischenprofile um soviel niedriger als die Trittglieder, daß sie im Bereich zwischen den beiden Flanschen eines Trittgliedes gehalten werden können. Auch sie sind an den Enden geschlitzt und umgreifen mit jedem Schlitz einen Zapfen eines Seitenteiles 17.An intermediate member 20 is held between two successive tread members 16. The intermediate links have essentially the same cross section as the step links 16, but are preferably made of plastic. They therefore have a correspondingly thicker wall thickness and the web is double-walled or a chamber profile. In addition, the intermediate profiles are so much lower than the tread members that they can be held in the area between the two flanges of a tread member. They too are slotted at the ends and encompass a pin of a side part 17 with each slit.

Um im Endbereich der Gliederbrücke zum zugehörigen Eisenbahnwagen keine Stufe entstehen zu lassen, ist am Eisenbahnwagen ein Übergangsblech 21 schwenkbar gelagert, das mit seinem freien Ende auf der Brücke lose aufliegt.In order not to allow a step to arise in the end region of the sectional bridge to the associated railway wagon, a transition plate 21 is pivotally mounted on the railway wagon, the free end of which rests loosely on the bridge.

Das dem Eisenbahnwagen abgekehrte Ende der Gliederbrücke ist über einen abriebfesten Belag 22 auf einer Stütztraverse 23 aufgelegt, die insbesondere Teil einer Mittelpufferkupplung zwischen diesem und einem folgenden Eisenbahnwagen ist. An diesem folgenden Eisenbahnwagen ist eine gleiche Brücke in gleicher Weise gelagert, und im Bereich der Mittelpufferkupplung sind beide Brücken lösbar miteinander verbunden, um die beiden Hälften einer durchgehenden Übergangsbrücke zu bilden.The end of the articulated bridge facing away from the railroad car is placed over an abrasion-resistant covering 22 on a support crossbeam 23, which is in particular part of a central buffer coupling between this and a following railroad car. An identical bridge is mounted in the same way on this following railway carriage, and in the area of the central buffer coupling both bridges are detachably connected to one another in order to form the two halves of a continuous transition bridge.

Um die beiden Brückenhälften lösbar miteinander kuppeln zu können sind die einander zugekehrten Brückenhälftenenden wie folgt ausgebildet. Dabei wird die Ausgestaltung der beiden Brückenhälftenenden auf der einen Seite einer lotrechten Längsebene durch beide Eisenbahnwagen beschrieben, wobei zu bemerken ist, daß die Anordnung auf der anderen Seite dieser Längsebene gleich ausgebildet ist, die Teile, die auf der "einen" Seite der "einen" Brückenhälfte zugeordnet sind, auf der anderen Seite der Längsebene der "anderen" Brückenhälfte zugeordnet sind und umgekehrt, so daß Eisenbahnwagen in beliebiger und wechselnder Reihenfolge miteinander gekuppelt werden können.In order to be able to detachably couple the two bridge halves to one another, the ends of the bridge halves facing each other are designed as follows. The design of the two ends of the bridge halves on one side of a vertical longitudinal plane is described by both railway carriages, it being noted that the arrangement on the other side of this longitudinal plane is the same, the parts on the "one" side of the one "Half of the bridge are assigned, on the other side of the longitudinal plane of the" other "half of the bridge are assigned and vice versa, so that railroad cars can be coupled to one another in any desired and changing order.

Am letzten Trittglied 16 ist ein parallel zu ihm verlaufendes, im Querschnitt rechteckiges Rohr 24 befestigt, das etwa bis zu der vorvorerwähnten vertikalen Längsebene reicht nicht aber über diese hinausragt. In diesem 24 ist ein Riegel 25 unter dem Einfluß einer Feder 26 oder entgegen der Wirkung dieser Feder verstellbar. An dem der Fahrzeuglängsseite zugehörigen Ende ragt der Riegel 25 mit seinem kegelförmigen Kopf 27 heraus und ist in eine Riegelaufnahme 28 eingeführt, die am Ende der anderen Brückenhälfte zugeordnet ist. Im wesentlichen handelt es sich um ein gelochtes Blech, das an der anderen Brückenhälfte gehalten ist. In dieser Verriegelungsstellung des Riegels 25 ist die Feder 26 vollständig oder weitgehend entspannt. Um die beiden Brückenhälften voneinander trennen zu können, muß der Riegel 25 mit seinem Kopf 27 aus der Riegelaufnahme 28 herausgeschoben werden können. Hierzu ragt in eine Tasche 29 des Riegels 25 ein Daumen 30, der auf einem vertikalen Zapfen 31 sitzt, der um seine Längsachse drehbar ist, um den Daumen 30 schwenken und den Riegel 25 verschieben zu können. Um den Zapfen 31 drehen zu können ist er am oberen Ende als Vierkant ausgebildet, auf den durch eine Öffnung im oberen Flansch des letzten Trittgliedes ein entsprechender Schlüssel aufzustecken ist. Der Zapfen 31 sitzt in einem zweiten, dem Rohr 24 entsprechenden Rohr 32 zwischen dem Rohr 24 und dem Trittglied 16.On the last tread member 16, a pipe 24, which is parallel to it and has a rectangular cross section, is fastened, which does not extend approximately to the above-mentioned vertical longitudinal plane, but does not protrude beyond it. In this 24, a bolt 25 is adjustable under the influence of a spring 26 or against the action of this spring. At the end associated with the longitudinal side of the vehicle, the bolt 25 protrudes with its conical head 27 and is inserted into a bolt receptacle 28 which is assigned at the end to the other half of the bridge. It is essentially a perforated sheet that is held on the other half of the bridge. In this locking position of the bolt 25, the spring 26 is completely or largely relaxed. In order to be able to separate the two bridge halves from one another, the bolt 25 with its head 27 must be able to be pushed out of the bolt receptacle 28. For this purpose, a thumb 30 protrudes into a pocket 29 of the bolt 25, which is seated on a vertical pin 31 which can be rotated about its longitudinal axis in order to pivot the thumb 30 and to be able to move the bolt 25. In order to be able to rotate the pin 31, it is formed as a square at the upper end, onto which a corresponding key is to be attached through an opening in the upper flange of the last step member. The pin 31 is seated in a second tube 32 corresponding to the tube 24 between the tube 24 and the tread member 16.

Die Gliederbrücke gemäß der Erfindung hat insgesamt eine Reihe von Vorteilen. Der Querversatz zwischen den beiden Eisenbahnwagen kann in der Brücke aufgenommen werden, weil diese in den Diagonalrichtungen verstellbar ist. Er ist begrenzt, wenn eines der Seitenteile 17 mittels eines Gummipuffers 33 am äußeren vertikalen Abschnitt 1c einer der Winkelschienen 1 zur Anlage kommt. Der Höhenversatz zwischen den beiden Eisenbahnwagen ist in den Gelenken 12 bis 15 aufnehmbar. Diese Gelenke ermöglichen es auch, die Brücke bei einem Schlußläufer nach oben an die Stirnwand des Wagens heranzuklappen. Längenänderungen im Abstand zwischen zwei miteinander gekuppelten Eisenbahnwagen infolge des Kupplungsspieles werden durch die Längsbewegungen der Schlitten zweier miteinander gekuppelten Brücken in den Trögen aufgenommen. Diese beiden Brücken werden durch die Federn 6 in der Mitte zwischen den beiden Wagen zentriert. Die eine Endstellung der Brücke ist in Fig. 1 mit I, die andere Endstellung mit II bezeichnet.The link bridge according to the invention has a number of advantages overall. The transverse offset between the two railway carriages can be accommodated in the bridge because it can be adjusted in the diagonal directions. It is limited when one of the side parts 17 comes into contact with one of the angle rails 1 by means of a rubber buffer 33 on the outer vertical section 1c. The height offset between the two railway carriages can be accommodated in the joints 12 to 15. These joints also make it possible to fold the bridge up against the front wall of the carriage in the case of a runner. Length changes in the distance between two coupled railway carriages due to the coupling play are caused by the longitudinal movements of the carriages of two coupled bridges added in the troughs. These two bridges are centered by the springs 6 in the middle between the two carriages. One end position of the bridge is designated I in FIG. 1, the other end position II.

Claims (15)

1. A link bridge as part of a separable gangway between two articulatedly interconnected rail vehicles, the bridge having a number of slat-like tread members which are consecutive lengthwise of the bridge and extend transversely thereof, the ends of the tread members being pivotally associated with the side members of a frame substantially following the perimeter of the bridge, a frame end member which extends transversely of the bridge being adapted to be secured to one of the two vehicles to be coupled together, another frame end member which extends transversely of the bridge being adapted to be secured to the corresponding end member of the link bridge of the other of the two coupled-together rail vehicles, characterised in that the frame end member which extends transversely of the bridge and which is to be associated with one of the two coupled-together vehicles is mounted on a slide (4) movable lengthwise of the bridge in a trough (1 - 3) of the vehicle over a distance depending upon the longitudinal backlash of the coupling between the two vehicles.
2. A link bridge according to claim 1, characterised in that the travel of the slide (4) corresponds at least to half the coupling backlash.
3. A link bridge according to claim 1 or 2, characterised in that the travel of the slide (4) corresponds at most to approximately the coupling backlash.
4. A link bridge according to any of claims 1 to 3, characterised in that a spring (6) acts on the slide (4) and endeavours to retain the same in contact with an abutment (3) limiting the travel of the slide (4) in the direction of a movement of the bridge away from the vehicle.
5. A link bridge according to claim 4, characterised in that the spring is a spring strip (6) which is retained by way of a central collar on the back wall of the trough (1 - 3) and which engages by way of its two free ends with the back wall of the substantially trough-like slide (4).
6. A link bridge according to any of claims 1 to 5, characterised in that the bridge is so mounted on the substantially trough-shaped slide (4) in two bearings (12 - 15) on the inside of the slide back wall as to be pivotable around a horizontal pivot (14).
7. A link bridge according to any of claims 1 to 6, characterised in that the slide (4) is guided between the trough base and lateral top trough covers by way of surfaces (8, 9) which reduce sliding friction.
8. A link bridge according to any of claims 1 to 7, characterised in that the slide (4) is guided by means of lateral rollers (10) on walls which bound the trough (1 - 3) on both sides.
9. A link bridge according to any of claims 1 to 8, characterised by locking means (24 - 31) on the frame end member which extends transversely of the bridge and which is remote from the slide (4), for releasably locking such end member to the frame end member of the link bridge associated with the second of the two coupled-together rail vehicles.
10. A link bridge according to claim 9, characterised by: a locking bolt (25) between one longitudinal side of the link bridge and the longitudinal centre-plane thereof, the bolt (25) being movable in a tube (24) in this zone in order to be movable into an outer end position by way of a bolt head (27) beyond the long side of the bridge; and by a socket (28) for the bolt near the other long side of the link bridge.
11. A link bridge according to claim 10, characterised in that the locking bolt (25) is retained by a spring (26) in its outer end position.
12. A link bridge according to claims 10 and 11, characterised in that the locking pin (25) can be moved into its inner end position by a manually operated lever (30).
13. A link bridge according to claims 10 to 12, characterised in that the locking pin (25) and its guide tube are disposed below the plane of the bridge but the lever (30) can be operated from above such plane.
14. A link bridge according to any of claims 1 to 13, characterised in that the trough 1 - 3 is an open construction and has two side bars (1), the slide (4) bearing on the horizontal parts (1a) of the side bars (1) and being guided laterally on the inner vertically downwardly extending parts (16) of the side bars (1), diagonal movement of the bridge being limited by way of the outer vertically upwardly extending parts (1c) of the bars (1).
15. A link bridge according to claims 8 and 14, characterised in that the rollers (10) are disposed on the underside of the slide (4) and limit the travel thereof in one direction by abutting a cross-bar (3) interconnecting the side bars (1).
EP89103516A 1988-03-02 1989-02-28 Bridge elements for disconnectible intercommunication passage between vehicles Expired - Lifetime EP0331121B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3806702 1988-03-02
DE3806702A DE3806702A1 (en) 1988-03-02 1988-03-02 LINKED BRIDGE AS PART OF A SEPARABLE CAR TRANSITION
CA000610242A CA1332539C (en) 1988-03-02 1989-09-01 Articulated bridge as a component of a detachable gangway floor plate between two articulated railroad cars

Publications (3)

Publication Number Publication Date
EP0331121A2 EP0331121A2 (en) 1989-09-06
EP0331121A3 EP0331121A3 (en) 1989-10-18
EP0331121B1 true EP0331121B1 (en) 1992-05-06

Family

ID=25672998

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89103516A Expired - Lifetime EP0331121B1 (en) 1988-03-02 1989-02-28 Bridge elements for disconnectible intercommunication passage between vehicles

Country Status (8)

Country Link
US (1) US5010614A (en)
EP (1) EP0331121B1 (en)
JP (1) JP2974325B2 (en)
AT (1) ATE75675T1 (en)
CA (1) CA1332539C (en)
DE (2) DE3806702A1 (en)
ES (1) ES2030928T3 (en)
GR (1) GR3005332T3 (en)

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Also Published As

Publication number Publication date
ATE75675T1 (en) 1992-05-15
EP0331121A2 (en) 1989-09-06
JPH01297367A (en) 1989-11-30
GR3005332T3 (en) 1993-05-24
EP0331121A3 (en) 1989-10-18
DE58901300D1 (en) 1992-06-11
US5010614A (en) 1991-04-30
DE3806702A1 (en) 1989-09-14
ES2030928T3 (en) 1992-11-16
JP2974325B2 (en) 1999-11-10
CA1332539C (en) 1994-10-18

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