EP0441069A1 - Ductile floor for the passage of heavy road vehicles between railway transport vehicles or road transport vehicles - Google Patents

Abstract

Ductile floor (6) providing continuity of running surface between two vehicles of a transport train for the high load axles of the transported vehicles, formed from juxtaposed beams, articulated about a horizontal axis (9) by elastic articulations (15) which are cellular and have a large transverse deflection and bear in a sliding manner on a support skid (12) in a housing (8) in the facing transport vehicle whose floor (3) is extended by an overlap comb (7). <IMAGE>

Description

The invention is in the field of connection between two successive vehicles of a rail or road transport train or even between two gangway elements for access to a ship or an aircraft, to allow rolling continuity to the load axles high that trucks, heavy goods vehicles or coaches transported, when loaded by longitudinal roll on these transport devices.

The transfer of the floor from one of the vehicles to the other, or from a fixed platform to a walkway with movement, can, of course, be carried out by folding down rigid plates, generally articulated on a hinge axis, this axis being capable of supporting the passage of the mobile load. The other end of the rigid panel thus formed rests, by simple support, on the opposite floor. "Anti-wear grains" can allow some movement between the connected floors, even under the passage of the load and, moreover, the discontinuity of adjoining plates allows a certain warping of the panel.

But, most of the time, for heavy mobile floors, the free movement of carrier vehicles can only occur without limit thanks to the lifting of the gangway formed by these plates. This operation of removing or folding the components is particularly painful if it remains manual. Any appropriate machinery, carried by each vehicle, can be assigned to this maneuver. In both cases, it is necessary to set up a complex security procedure, both at embarkation and disembarkation, to remedy the risks of forgetting.

When the speed of these maneuvers becomes the essential objective of the equipment, such as a rail shuttle for the transit of road vehicles through a tunnel, it is essential that permanent means of crossing gaps between successive wagons be maintained, without need for manipulation. The absence of risks for persons likely to circulate during the movement of the train, when the transported vehicles are stopped and possibly stowed or chocked must also be ensured.

The need for a continuous floor is felt, in particular, when the continuity of passage is permanently permitted by a closed intercirculation compartment, for passengers, along the length of a train. Such a floor must be associated with the articulated compartments described by patents FR 2,357,409 from ALSTHOM and FR 2,569,149 from S.I.G., as well as EP0181294 from FIAT. In the three documents cited, the floor is a simple plate, comprising a hinge for the first articulation and three hinges for the latter, or sheet metal slides for the second. The kinematics, allowing a continuous floor surface despite the rotations and the lateral deflections in curve-against-curve, is due, in these systems, only to rotations of compartment elements around vertical axes. The corresponding movable floors can be considered as solids of the same structure as the floors of vehicles from which they are separated by a movable border. The kinematics associated with these movable floors must provide for multiple articulations, capable of supporting the loads which can traverse them, and these elements reach unacceptable dimensions when these specific loads are of several tons, as in the case of the transport of heavy goods vehicles.

When the intercirculation is a deformable compartment, as provided for in patent FR 2,573,714 by FAIVELEY, surrounded by a flexible envelope, it must be provided with a floor which is itself deformable. This floor is supported by a mechanical device, suspended at several points from the flexible envelope by "support means". This device ensuring the continuity of the passage presents only very limited load possibilities.

A fortiori, it is the same for the "foam material" buffer blocks proposed by patent FR 2,561,734 of TERCAP, forming a very deformable floor and used, in particular, on the BART subway of SAN FRANCISCO.

Another floor for a rigid ring-shaped compartment is proposed in patent FR 2,571,010 of the RATP. It is, in principle, suspended by elastic seals carrying the connections to vehicles and therefore remains very limited in possibility of charging. The description of the joint necessary for this technique is made by patent EP0248.685 of the applicant who describes the limits due to an elastic connection resulting from the system suspended between the bodies of vehicles.

Specifically deformable floors have been designed independently of the passage compartment which must be associated with them, requiring covers or flexible joints not described.

This is the case of two floors, composed of multiple rigid bars, carried by small axes crossing them, described by HUBNER GUMMI. Patent DE 3,305,062 describes a device provided with rubber blocks and sliding bearings, while document DE 3,401,298 proposes a system provided with ball joints and overlapping profiles. It is stated there, explicitly, that these means are limited to the load of the passengers crossing them. Patent application EP 0.240 407, relating to a self-supporting elastic floor, filed by the applicant, would be an improvement over the devices described above, since it provides for the self-supporting of the floor, due to the beam effect of two horizontal plies of cables coated with rubber, supported on lines of supports linked to deformable joints in the horizontal direction. The load is, by definition limited, because a buckling accepts, beyond the normal loads, an accidental non-destructive and reversible deformation.

The Applicant has also provided, by application EP 0.297.936, a circulation zone deformable in accordion and supported by transverse bars sliding on longitudinal support axes. All the deformations in lateral shearing as in warping are possible there. This device is applicable to any deformable intercirculation corridor without there being a rotating compartment on vertical axes. However, it too remains limited to loads of a few passengers.

When trying to size the passage floors previously described for use under a truck axle, while the gap often reaches a dimension close to a meter, the beams that prove necessary exceed any realistic size to enter n ' any of these devices. In addition to this bulk, the resulting weight becomes prohibitive.

The prior art therefore does not yet have means adapted to the load of road heavy goods vehicles, allowing in addition a permanent and continuous connection without danger for pedestrians, thus filling the mobile gap between two consecutive vehicles of a shuttle train for example , or between a loading platform and a fixed platform.

The present invention defines a deformable floor from the dimension of the juxtaposed beams just necessary for the load resistance of the heavyweight. These beams form the total thickness of the floor between the vehicles and they are deformable accessories, compatible with the passage of the load outside deformation and with effective deformations in the absence of load, which must ensure articulation in all planes , warping and elastic deflections of connected elements such as couplings between vehicle bodies.

This simple necessity entails, on the one hand, the design of specific elastic joints, to allow such deflections, without risk of tilting of the beams, and, on the other hand, the interposition of an elastic connection between them, with a sliding support from the other end of the beams on an appropriate housing.

The invention consists of a deformable floor, allowing rolling continuity between two successive vehicles of a rail or road transport train, or between two gangway access elements to a ship or an aircraft, for the load axles high in trucks, trucks or coaches transported. The invention is characterized in that double I beams, juxtaposed and dimensioned for these loads, are articulated, in vertical clearance around a horizontal axis as in transverse offset, at one end, on elastic joints of the honeycomb type with constriction of their outer ring and, at the other end, by simple support by means of support pads on the horizontal face a housing in the front of the opposite transport vehicle, the floor of which is extended by a covering comb, in order to fill any gap in the floor surface.

In the description, the invention will be described, in its application, in the case of the connection between two transport vehicles, it being understood that it would adapt, in a similar manner to the connection between a loading bridge for ships or of planes.

• - la figure 1 est une vue schématique en plan et en élévation situant le passage destiné aux véhicules transportés ;
• - la figure 2 est une vue de dessus de l'ensemble constituant un passage entre deux véhicules de transport ;
• - la figure 3 illustre les débattements maximaux à assurer entre les véhicules de transport ;
• - la figure 4 décrit, en vue latérale et coupes, un élément constituant le plancher déformable selon l'invention,
• - la figure 5 montre, par trois coupes, l'articulation élastique spécifique à l'invention.
• - La figure 6 est une autre coupe transversale d'une barre élémentaire et de ses moyens élastiques d'appui latéral.

The invention and its variants will be better understood on reading the description accompanying the drawings in which L

• - Figure 1 is a schematic plan view and in elevation locating the passage for transported vehicles;
• - Figure 2 is a top view of the assembly constituting a passage between two transport vehicles;
• - Figure 3 illustrates the maximum travel to be ensured between transport vehicles;
• FIG. 4 describes, in side view and sections, an element constituting the deformable floor according to the invention,
• - Figure 5 shows, by three sections, the elastic joint specific to the invention.
• - Figure 6 is another cross section of an elementary bar and its elastic lateral support means.

Figure 1 shows schematically, in a view 1a in elevation and a view 1b in sectional plane, the position and the dimensioning of the elements constituting the floor intended for the passage of transported vehicles, as they remain associated when a transport vehicle is uncoupled of its neighbors. The vehicle (1), used for shuttle transport of trucks and heavy goods vehicles, is essentially formed, on the one hand, of side walls (2) enclosing the cargo in a quasi-continuous corridor and, on the other hand, of a flat floor (3), of sufficiently robust constitution to carry the axles more loaded provided for by the different Highway Codes or International Regulations. All of these elements, side walls (2) and floor (3) form, with the corresponding ceiling, the "body of the transport vehicle". Guide edges (4), in the form of sidewalks, limit the transverse positioning of the transported vehicles and allow, by the additional height available, the accommodation of beams reinforcing the floor (3). At the ends, a flared entry (5) gives access to the entire width of the deformable floor (6) fixed at one end or its covering comb (7) secured to the other end.

The deformable floor (6), despite an articulation allowing vertical deflections between successive transport vehicles, must meet a stop limiting its downward stroke, so that when docking, it engages in the housing (8) arranged under the cover comb (7).

Figure 2 details, by a top view, the constitution of a passage for vehicles transported between two successive transport vehicles, coupled.

The deformable floor (6) consists, laterally, of two rows of independent bars, on one side articulated around a horizontal axis (9) integral with the transport vehicle shown on the left, and, secondly, in support simple, by their free end, on the edge of the housing (8).

Said housing (8) is formed in the front of the transport vehicle shown on the right; It is hidden by the covering comb (7), fixed above the housing (8), in order to remain as far as possible in the extension of the floor (3) of the transport vehicle (3).

Between the rows of independent bars constituting the deformable floor (6), a slightly deformable plate (10) fills the central void of the gap between transport vehicles, to avoid any risk to pedestrians who use the passage. The housing (8) has a shape enveloping all the maximum displacements undergone by the bars of the deformable floor (6), while the central part accepts these displacements by the deformation of the plate (10), supported on each of its edges by the floors of transport vehicles and the two bars that surround it.

Figure 3 shows the various deformations that the deformable floor (6) and its accessories must allow.

View 3a is a top view of the passage between two transport vehicles which illustrates the curve situation, in which two adjoining bodies of the transport vehicle have an angle (A), but where the length of the coupling, which defines l 'spacing (k) between the ends of the boxes, is little changed. Said spacing, which remains (k) in the axis of the boxes, passes at the edges by a maximum (m) and a minimum (n); the maximum (m) justifies the overabundant length of the bars constituting the deformable floor (6) and the minimum (n) imposes the necessary depth of the housing (8) in the front of the opposing transport vehicle. These limits are increased by all the allowed elastic variations of the coupling, which modify the length (k). View 3b is a half view of the same elements, during a lateral movement (d) in offset of the boxes, which occurs in particular during the passage of the curves - against curves that a switch comprises.

The deviation (d) imposed on each bar of the deformable floor (6) is increased by all the elastic displacements allowed by the lateral suspensions and justifies the angular shape which must be provided in the housing (8).

Is visible in view 3a the slightly deformable plate (10) whose conformation can be adapted by simple pressing on its four edges. On the other hand, said slightly deformable plate (10) is removed, for clarity, in view 3b.

The views 3c, 3d, 3e, 3f schematically regroup, in longitudinal section, the four extreme positions which the bars forming the deformable floor (6) and the covering comb (7) must take. All these same elements are dimensioned to support the passage of a heavily loaded tire, only in the middle position as illustrated in view 3g, cut along the distance between two elementary beams.

The bars forming the deformable floor (6) are articulated around a horizontal axis (9) and rest, by simple support by their free end, on the horizontal face of the housing (8). The covering comb (7) is fixed above said housing (8), in line with the floor (3) of the transport vehicle shown on the right.

Shown here is a deformable version of the covering comb (7), the material production of which can be carried out by means of a rubber plate reinforced with textile, having its upper face made non-slip by suitable reliefs in contact with the tires. , and its underside, on the contrary, lined with anti-friction product such as polyethylene or polyvinyltetrafluoride. The end of the covering comb (7), fixed to the front of the transport vehicle, is clamped by plate and plywood system (11) in the extension of the floor (3) of the transport vehicle and its free end slides on the floor deformable (6).

In views 3c and 3e, the effort resulting from this sliding is tiny, in low elevation, where the bars forming the deformable floor (6) are practically horizontal and the covering comb (7) almost cantilevered, worn in a vacuum as when the vehicles are uncoupled. On the 3d and 3f views, in high elevation, on the contrary, the deformability of the covering comb (7) must accept a lifting by the bars which rest by the end of a support pad (12) on the horizontal face of the housing (8).

The views 3c and 3d schematize the situation in minimum spacing (n) of the boxes which occurs on the inside of the curves; views 3e and 3f, the situation in maximum spacing (m) of the boxes which occurs on the outside of the curves.

A bracket (13), shown in view 3g, is intended to limit the descent of the bars formed of double I beams (14), retained around the horizontal axis (9) by means of elastic joints (15). In the uncoupled position, very close to those illustrated in views 3d and 3f, the overhang of said bars retained by the vertical rigidity of the elastic joints (15) comes to bear on the bracket (13). In a variant not shown of the covering comb which would be made of reinforced metal plates, articulated at the edge of the floor (3) of transport vehicles, a similar limitation would have to be provided for the uncoupled position. An appropriate sloping entry (8 ′) is provided at the edge of the horizontal face of the housing (8), beyond the limit necessary so as not to release the support of the shoe (12), in the extreme cases described by views 3rd and 3f.

The set of views 3 defines the geometric specifications, imposed by the application, on the various articulations and support pads, requiring their specific dimensioning.

In an example of practical application, the bars forming the deformable floor (6) have a length of 1300 mm, which corresponds to approximately 1200 mm useful between the axes of the supports. The vertical travel due to maximum unevenness and rolling can reach 7 degrees above and below the average position around the joint on the horizontal axis (9). This occurs in the absence of the loads, which cannot be exercised in arrangements exceeding 2 ° 30 ′ on either side of the rest position.

Furthermore, view 3b defines the specifications for the transverse travel (d) imposed on the articulation of the bars forming the deformable floor (6), which can impose, in extreme cases, up to 30 degrees of angular travel . This also results in a bringing together of the center distance of said bars according to the cosine of this angle, requiring a clearance between them which in this case must be 12.4% of their center distance. An elastic connection hiding the gap created by said clearance is necessary between said bars, while remaining compatible by friction or deformation with the various movements.

FIG. 4 describes, in lateral view and transverse or horizontal sections, a bar element constituting the deformable floor (6) and responding to such a geometric specification. It is designed for the highest loads imposed by the passage of a transported vehicle axle. The deformable floor (6) according to the invention, for example, consists of ten juxtaposed bars as described in FIG. 4. With known tire widths, at least three bars are stressed by the passage of a tire single and five bars are concerned by the wheel with twin tires of an axle which the French Highway Code limits to 13 tonnes.

This case represents the most penalizing load for the passage on the deformable floor (6), of a maximum of 1300 Kg per bar.

View 4a represents the side view of a bar according to the invention, view 4b is a top view of said bar, views 4c, 4d, 4e and 4f show an enlargement of the two ends of view 4a by various sections .

One of the unitary bars forming the deformable floor (6) is made up of a box by welding, side by side, of two double I beams, the IPN 80 x 42 irons in commercial laminate constituting a suitable dimension. Said bar has an upper passage face with a width of 84 millimeters, spaced from its neighbor by a pitch of 100 mm, the resulting gap being necessary to allow transverse movement. This double I beam (14) is supported, on one side, on the horizontal axis (9) by an elastic joint (15) fitted by its outer ring (16) in a bore formed in the core of the beams in double I (14).

Said double I beams (14) are themselves joined by a spacer (17), welded to the core of said IPN irons, by the only visible or unwelded face. The horizontal axis (9), materialized by a section of axis (18) made of steel, is carried, between each inner sleeve (19) of the elastic joints (15) adjacent, by a bearing (20) for fixing on the face of the transport vehicle carrying this axis. The other end of each unitary bar is carried, on the horizontal face of the housing (8) in the front of the opposing transport vehicle, by the support pad (12), fixed by screws in the weld axis of the beams in double I (14).

Said support pad (12) can be either a "wear grain" in manganese steel, or an antifriction pad obtained by bonded rubber-metal molding, the underside of which is coated with a flexible antifriction film, such as 'A thin layer of polyvinyl tetrafluoride or high molecular weight polyethylene adhering to the rubber according to a known process.

When a load, which can reach a maximum of 1300 Kg, rolls on the upper face of the double I beams (14) or on the covering comb (7), the instantaneous pressure on the support pad (12) exceeds, temporarily, 650 daN, but by little. While close to the horizontal, the entire surface of the pad (12) rests on the horizontal face of the housing (8), with a pressure not exceeding 32 bars, compatible with its elastomeric composition coated with the anti-friction material.

Also in an elastic manner, the passage of the rolling load can exert up to 1300 daN, under vertical stress, on the elastic articulation (15), which, with the appropriate rigidities, causes an eccentricity between its outer ring (16) and its inner sleeve (19) resting on the axis sections (18) of the order of 3 millimeters. Depending on whether or not there is a blockage of the suspensions of the transport vehicles, the deformable floor (6), formed by the double I beams (14) more or less approaches the bracket (13) formed to support it. during uncoupling. This additional support is capable of relieving the hyperstatic balance on the elastic supports of each bar. Even if the elastic force on the support pad (12) and the load by eccentricity of the elastic articulation (15) are not very relieved in this loading maneuver, the support of each bar by the base of the beams double I (14) on said bracket (13) has the effect of preventing any tilting of the bars around a longitudinal axis. Indeed, if a tire acts asymmetrically by an upper edge of a double I beam (14), the tilting is avoided, as soon as the lower wing of said double I beam comes into contact with the square ( 13).

The elastic support of the shoe (12), which may be unstable due to its axial position in the weld plane between two double I beams (14) is blocked, like possible instability, in the direction of the deformation so-called conical, of the elastic joint (15).

FIG. 5 describes more precisely said elastic articulation (15), the design of which proves to be specific to the application.

View 5a is a reminder of view 4c showing in external silhouette that the external ring (16) is press fitted both through a bore made in the two webs of the double I beam (14) and the spacer (17) which can optionally be welded to them. The elastic joint (15), produced by rubber-metal adhesion, is of the honeycomb type, in which the absence of elastomer in the horizontal plane, thanks to two large, symmetrical cells (21) formed on each face during molding , provides great flexibility to the longitudinal movements of the bar, but, above all, the geometric clearance necessary for the lateral offsets (d) which it undergoes.

Said large cells (21) are located in the horizontal plane, so as not to compromise the rigidity of the vertical offset of the elastic joint (15), which is of the order of 400 daN per millimeter, necessary to support the loads on the bar. This rigidity, as well as the possibility of deformation in torsion around the axis (9), - by 7 degrees as already indicated -, are obtained by the known process of shrinking the outer ring (16), cylindrical, forming the external reinforcement, which improves, by a circumferential prestress, the resistance to fatigue of the elastomer constituting the elastic part of the elastic joint (15).

View 5b is a horizontal section, recalling view 4e which explains the need to make a notch in the inner sleeve (19), over part of its length, to pass, in the shape of the mold, the large cells (21 ). Indeed, said large cells (21) must be locally larger than the annular space between the outer diameter of said inner sleeve (19) and the outer ring (16). Said outer ring (16) must be kept in its cylindrical entirety in order to be able to undergo the shrinking deformation. Vertical planes (22), limiting the large cells (21), are produced by plan milling of the inner sleeve (19), metallic, almost to tangent its internal diameter.

The outside of said sleeve is kept cylindrical in the central part to keep the annular thickness of the elastomer constant. Connection bevels (23) between the cylindrical surface and the vertical planes (22), and an internal chamfer (25) on the outer ring (16), prove necessary to allow rotation between the elements. Said rotation required by the lateral offset (d) is shown in dashed lines by the relative rotation of the axis section (18) and of the fixing bearing (20).

Additional clearance is also necessary in the elastomer to facilitate this rotation.

It is achieved by creating smaller non-traversing cells (24), for example cylindrical, located in the extension of the large cells (21), tangentially to the inner sleeve (19), in the central part.

Said smaller cells (24) are produced by housing in the pawn mold in the extension of the imprints. The limited shape of said smaller cells (24) makes it possible to maintain the vertical rigidity of the elastic joint (15), since the full section of the elastomer is kept in a vertical plane, as shown in view 5c.

View 5c further shows the position of the elastic joint (15) relative to the double I beams (14) and the spacer (17) chamfered to tangent the radius of the flanges of said beams.

Figure 6 is a section of the elementary bar, component of the deformable floor (6), highlighting the proximity to the neighboring bar.

The aligned position of the double I beams (14) provides, on the upper passage face of the deformable floor (6), a gap of the order of 12.4% of their center distance, due to the cosine of their lateral offset angle , circumstance in which the soles of the IPN irons come into contact. An elastic means (26) must deformably fill this gap, in order to limit falling objects or the risk of trapping the heels of coach passengers, and also to maintain approximately parallel to the bars forming the deformable floor (6). After a lateral offset (d), it is not certain that the elastic return by the elastic joints (15), lessened in the direction of the alveoli and thwarted by the friction of the support pads (12) takes place in the axis. Without a return force tending to separate the bars from each other, a lack of parallelism could then occur. Although a rolled up rubber sheet or a tubular shape is possible for the elastic means (26), a preferred solution is provided by a delta-shaped rubber profile commercially available. This slightly constrained section in the aligned position has a sufficiently lowered rigidity in the useful part to maintain a substantially constant spacing force despite the bars coming together. Furthermore, the fixing of said profile along the core of the double I beam (14) is facilitated by the use of a flat iron (27) provided with a few welded studs (28) whose head s' blindly engages in buttonholes (29). (This arrangement is shown in Figure 4). A screw at the accessible end of the flat iron (27) locks all the pins (28) in their buttonholes. The method of manufacturing the components, elementary bar, elastic joint (15) fitted, support pad (12) fixed by nuts and elastic means (26) for spacing has been previously described. The deformable floor (6) according to the invention is produced by assembling two sets of ten such bars. A fixing bearing (20) for mounting on the face of the transport vehicle is interposed between each bar by means of a section of axis (18), straddling each interior bushing (19). A slight tightening of the shank fitting makes it possible to present each set of N elementary bars (ten or a neighboring number) as a single solid fixed by N + 1 bearings (18) on the transport vehicle, the bars resting in simple support on the bracket (13) provided for this purpose.

The slightly deformable plate (10) is inserted between the sets of N bars, by embedding its periphery and the covering comb (7) is fixed by the plates, plywood system (11), at the other end of the transport vehicle , to form the deformable floor (6), by simple relative sliding of the components, during coupling.

In summary, the invention provides the designer of shuttle trains for transporting vehicles or similar devices with the possibility of transporting the heaviest trucks and buses authorized by the Highway Codes. It provides passengers and transported vehicles with permanent continuity of all the floors on the undercarriage, without requiring the maneuvers of positioning and folding of previously known devices.

The design of specific elastic joints allows significant lateral offsets between the bodies of transport vehicles, without fatigue of the materials.

The components of the device are easy to make or supply commercially, the exchange of deteriorated parts not posing any particular difficulty, except the simultaneous removal of a set of ten bars. Those skilled in the art can, of course, make various modifications to the deformable floor which is the subject of the invention and to its variants described by way of non-limiting examples, without going beyond the ambit of the invention.

Claims (6)

1.- Deformable floor (6) allowing rolling continuity between two successive vehicles of a rail or road transport train, or between two gangway access elements to a ship or an aircraft, for axles with a high load that include trucks, trucks or coaches transported, characterized in that it comprises:
- sets of double I beams (14), juxtaposed,
- elastic joints (15) placed on a horizontal axis (9), fitted at one end of said double I beams (14) and having a large transverse angular movement,
- support pads (12), fixed at the other end of said double I beams (14) and resting on the horizontal face of a housing (8) formed in the front of the transport vehicle opposite,
- And in that the floor (3) of said transport vehicle (1) is extended by a covering comb (7) filling any gap in the surface of said deformable floor (6). 2.- deformable floor (6) according to claim 1, characterized in that the elastic joints (15) comprise, on each face, two large cells (21), locally larger than the annular space between an outer ring (16 ), constriction, and an inner sleeve (19) having, over part of its length, vertical planes, obtained by milling and connected by bevels (23) to the central cylindrical part and in that smaller cells (24 ), not through, extend, in said central part, said cells (21). 3. - deformable floor (6) according to claim 1, characterized in that each of the assemblies is formed of N double I beams (14) - N being a number equal to ten or close -, secured by a horizontal axis (9 ) common to N + 1 fixing bearings (20), said double I beams (14) being kept apart by an elastic means (26) and said assemblies enclosing a slightly deformable plate (10) cooperating with the covering comb (7 ). 4.- deformable floor (6) according to one of claims 1 or 3, characterized in that the covering comb (7) is produced in an elastomeric composition comprising textile reinforcements and in that its upper face is provided with reliefs non-slip while its underside is coated with a layer of anti-friction material. 5.- deformable floor (6) according to claim 4, characterized in that the anti-friction material of the underside of the covering comb (7) is polyvinyl tetrafluoride. 6.- deformable floor (6) according to claim 4, characterized in that the anti-friction material on the underside of the covering comb (7) is high molecular weight polyethylene.

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