EP0493818B1 - Connecting platform for railway vehicles - Google Patents

Connecting platform for railway vehicles Download PDF

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Publication number
EP0493818B1
EP0493818B1 EP91122317A EP91122317A EP0493818B1 EP 0493818 B1 EP0493818 B1 EP 0493818B1 EP 91122317 A EP91122317 A EP 91122317A EP 91122317 A EP91122317 A EP 91122317A EP 0493818 B1 EP0493818 B1 EP 0493818B1
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EP
European Patent Office
Prior art keywords
floorplate
plate
frame
bridge plate
bridge
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Expired - Lifetime
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EP91122317A
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German (de)
French (fr)
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EP0493818A1 (en
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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
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows

Definitions

  • the present invention relates to a transition bridge for rail vehicles according to the preamble of claim 1.
  • a transition bridge with the generic features 1.1 to 1.5 of claim 1 is known from US Pat. No. 4,942,825.
  • the bridge plate which covers the free space enclosed by the fork-shaped bridge frame at the top, is the only bridge plate of the transition bridge. It lies essentially loosely on the frame.
  • the seal between the fork-shaped bridge frame and the lower of the two bridge plates, which is closer to the bridge frame, is firmly clamped in the operating state, it is not stressed by alternating loads occurring during carriage travel and is therefore practically not at risk of wear, and therefore has a relatively long life expectancy.
  • a transition device with a transition bridge according to the invention can thus be sealed against external influences over a long period of operation, be it weather influences, noise effects or pressure waves.
  • the transition device with a transition bridge is assigned to the end face of a railway carriage 1, in which there is a passage opening which can be closed by a door.
  • a bellows 2 is attached to the front of the car by means of a rear or inner end or connecting frame 36, which bellows forms an all-round closed tube with a horizontal bottom, horizontal roof and vertical side walls.
  • the bellows is designed in the usual way, in that a rubberized fabric is placed in folds which run upwards into the tunnel roof from the lower end of one side wall of the tunnel in this side wall, run in the tunnel roof to the upper end of the other side wall and enter there to run in this side wall again to the lower end and finally as a floor under the transition bridge to the starting point to go back.
  • the tunnel-shaped part of the transition protection formed by the front end frame 3, the other part of which forms a closed tube, the bellows 2 and the other part of which is the rear end frame 36, is supplemented at the lower end to form a closed tube by the front part of a transition bridge 5, which protrudes with its rear end into the tubular part of the transition protection formed by the bellows 2.
  • This transition bridge has one fork-shaped bridge frame 6, which essentially consists of two lateral side members 6a and a rear (carriage-side) cross member 6b, which rigidly connects the two side members at their rear ends. In the region of their front ends, the longitudinal beams 6a are firmly connected to the lower ends of the side walls of the front end frame 3.
  • a bridge plate construction 8, 9 according to the invention is assigned to this bridge frame 6 in joints 7 at the rear end so as to be vertically pivotable.
  • the bridge plate construction 8, 9 lies directly in front of the front wall of the car and lies against it, the through opening being closed by the door. It is important that regardless of the position of the rigid tunnel section or the front end frame 3 to the front of the railroad car 1 when the bridge plate construction 8.9 is folded up, the space between the longitudinal beams 6a and the crossbeam 6b is accessible to a coupler, so that the coupler in can operate this so-called "Bernese area" and vehicle coupling 100 located between the buffers 101 in order to couple or separate the rail vehicle under consideration from another vehicle.
  • the door can be opened manually and closed manually or automatically, the bellows 2 is approximately half extended, so that the rigid tunnel section 3 is in its front end position, and the bridge plate construction 8.9 of the bridge folded into its horizontal position, where it rests laterally on the side members 6a.
  • the transition bridge rests on a rigid, rigidly fixed to the carriage front side or the carriage base 10.
  • the carriage plate 10 ends with its front end approximately in the area in which the connection between the bellows 2 and end wall of the car body 1 is when the transition device is in its normal operating position.
  • a roller 30 is mounted on the cross member 6b at a predetermined distance from each outer end of the rear cross member 6b between two bracket plates 60 of this cross member, both of which Rollers are rotatable about a common axis of rotation running parallel to the cross member 6b.
  • correspondingly acting sliders can be more expedient because of the necessary transverse displacements between the bridge with the bridge frame 6 and the bridge plate construction 8.9 on the one hand and the carriage plate 10 on the other hand when the carriage is offset laterally.
  • the bridge plate construction 8.9 is now, in deviation from the previously known construction according to US Pat. No. 4,942,825, to which express reference is made in connection with the present invention and for its understanding, not a one-piece sheet metal which is designed to be thick and plate-shaped in accordance with the desired bending stiffness and optionally stiffened by a skeleton and on the underside of which the pocket 31 is attached.
  • two bridge plates 8 and 9 form the essential parts of the bridge plate construction.
  • the lower, closer to the bridge frame 6 of the two bridge plates, that is to say the bridge plate 8 is pivotably mounted up and down on the pins of the joints 7 pointing horizontally in the transverse direction of the vehicle and can be locked in the lower, horizontal end position with respect to the bridge frame 6.
  • FIG. 1 schematically shows that the bellows 2 is connected in a suitable manner to the rigid tunnel section 3 in the region of the front ends of the bellows side walls and the bellows roof.
  • the bellows base is attached at the front end to a side bar 37a of the bar 37 mentioned (FIG. 3).
  • the bellows is attached all around to a connecting frame 36, which in turn is assigned to the front of the car, which in turn is also shown schematically in FIG. 1.
  • the upper bridge plate 9 Aligned axially with the lower bridge plate 8, which is closer to the bridge frame 6, the upper bridge plate 9 is now vertically pivoted on the transverse pin of the bearings 7. In the lower, horizontal end position, the upper bridge plate 9 is as close as possible to the lower bridge plate 8 or the upper bridge plate 9 lies loosely on the bridge plate 8, which is also folded down into its horizontal end position (9 'in FIG. 4a). The upper bridge plate 9 can be moved upwards out of this end position independently of the lower bridge plate or pivoted upwards and, of course, can be pivoted back into its lower, horizontal end position.
  • the upper bridge plate 9 and the lower bridge plate 8 are coupled to one another such that when an upward force is exerted on the horizontal lower bridge plate 8, the upper bridge plate 9 is entrained from the beginning, while an upward force is exerted on the horizontal upper bridge plate 9 initially only causes the upper bridge plate 9 to pivot and only at the end of a selected freewheel path does the upper bridge plate 9 take the lower bridge plate 8 with it.
  • springs 40 are arranged between the upper and lower bridge plate, the spring travel of which is exhausted in order to pivot the upper bridge plate 9 alone upwards and initially leave the lower bridge plate 8 in its horizontal end position, but these coupling elements after the spring play has been exhausted are which take the lower bridge plate 8 with them when the upper bridge plate 9 is pivoted further upwards. 4a, such springs 40 are shown schematically.
  • sealing surface 33 and the upper bridge plate 9 can be pivoted depending on the function and for this purpose can be coupled to one another by a linkage 36 ', which on the one hand on the bracket 34 and on the other on the upper Bridge plate 9 is articulated.

Abstract

The subject of the invention is a connecting platform which is to be assigned to the end side of a railway wagon (1) as part of an intercommunicating device. A fork-shaped frame (1) is supported longitudinally displaceably, preferably via rollers, in the region of its rear crossbeam (6b) on a floor plate of the railway wagon (1) whilst in the region of the front free ends of the side beams (6a) it is suspended on the wagon end wall via means which support the bridge frame (6) and at the same time apply an outwardly directed prestressing force on said frame. In the region of the rear end of the bridge frame (6), a bridge platform structure is mounted on the latter so as to be capable of pivoting about a transverse axis. In the operating position of the bridge platform structure, a lower bridge plate (8) rests on the bridge frame (6) and is locked with respect to the latter, a seal (35) being located between bridge frame (6) and a lower bridge plate (8). An upper bridge plate (9) rests loosely on the lower bridge plate (8) and has centering means with which the upper bridge plate (9) is guided with respect to a second railway wagon which is coupled to the railway wagon (1) first mentioned, said railway wagon preferably having an intercommunicating device which is at least of the same kind. The lower bridge plate (8) is assigned an end-side seal (33) with respect to the second railway wagon, which seal is pivoted below the lower bridge plate (8) when the upper bridge plate (9) is pivoted upwards in front of the end side of the wagon. This pivoting movement of the upper bridge plate (9) takes place initially without influencing the lower bridge plate (8) and over its further pivot path the upper bridge plate (9) entrains the lower bridge plate (8), for which purpose the lock between the lower bridge plate (8) and bridge frame (6) has been released. <IMAGE>

Description

Die vorliegende Erfindung bezieht sich auf eine Übergangsbrücke für Schienenfahrzeuge gemäß dem Gattungsbegriff des Anspruchs 1.The present invention relates to a transition bridge for rail vehicles according to the preamble of claim 1.

Eine Übergangsbrücke mit den gattungsgemäßen Merkmalen 1.1 bis 1.5 des Anspruchs 1 ist aus der US-PS 4,942,825 bekannt. Bei dieser Lösung ist die Brückenplatte, die den vom gabelförmigen Brückenrahmen umschlossenen Freiraum nach oben abdeckt, die einzige Brückenplatte der Übergangsbrücke. Sie liegt im wesentlichen lose auf dem Rahmen auf. Die nähere Befassung mit dieser Brücke führt zu der Erkenntnis, daß die komplizierten Bewegungen zwischen den beiden miteinander gekuppelten Schienenfahrzeugen bei der bekannten Übergangsbrücke mit der einzigen Brückenplatte zu Komplikationen führen können, weil die Übergangsbrücke einerseits den Eigenbewegungen des Fahrzeugs ausgesetzt ist, dem die jeweilige Brücke zugeordnet ist, andererseits aber auch den Bewegungen des anderen der beiden miteinander gekuppelten Fahrzeuge ausgesetzt ist, weil die Brückenplatten der beiden einander ergänzenden Übergangsbrücken der beiden miteinander gekuppelten Fahrzeuge an den Stirnseiten miteinander lösbar verbunden bzw. gegeneinander geführt sind, um Relativbewegungen zwischen beiden Brückenplatten nicht so groß werden zu lassen, daß zwischen beiden Fahrzeugen überwechselnde Personen gefährdet werden. Die Brückenplatte der bekannten Übergangsbrücke ist umlaufend zu dem gabelförmigen Rahmen hin abgedichtet; und infolge der notwendigen und im Grunde auch hinnehmbaren Relativbewegungen zwischen Brückenplatte und gabelförmigen Brückenrahmen ist die Abdichtung verschleißgefährdet. Bei schlechtem Gleiszustand besteht darüber hinaus die Gefahr, daß die Brückenplatte bei Druckstößen von außen gegenüber dem Brückenrahmen nach oben unzulässig weit hochschlagen würde und dieser Gefahr müßte durch einen besonderen Mechanismus begegnet werden.A transition bridge with the generic features 1.1 to 1.5 of claim 1 is known from US Pat. No. 4,942,825. In this solution, the bridge plate, which covers the free space enclosed by the fork-shaped bridge frame at the top, is the only bridge plate of the transition bridge. It lies essentially loosely on the frame. A closer look at this bridge leads to the realization that the complicated movements between the two coupled rail vehicles can lead to complications in the known transition bridge with the single bridge plate, because on the one hand the transition bridge is exposed to the own movements of the vehicle to which the respective bridge is assigned is, on the other hand, it is also exposed to the movements of the other of the two coupled vehicles because the bridge plates of the two complementary transition bridges of the two coupled vehicles are releasably connected to one another at the end faces or guided against one another, so that relative movements between the two bridge plates are not as great to be allowed to endanger people crossing between the two vehicles. The bridge plate of the well-known transition bridge is all around sealed to the fork-shaped frame; and due to the necessary and basically also acceptable relative movements between the bridge plate and the fork-shaped bridge frame, the seal is at risk of wear. If the track is in poor condition, there is also the risk that the bridge plate would impermissibly rise upwards from the outside in relation to the bridge frame in the event of pressure surges and this danger would have to be countered by a special mechanism.

Aufgabe der vorliegenden Erfindung ist es, in Kenntnis der vorbeschriebenen Problematik die bekannte Übergangsbrücke so auszubilden, daß die Abdichtung zwischen Brückenplatte und Brückenrahmen nicht durch häufige Relativbewegungen zwischen Brückenplatte und Brückenrahmen in erheblichem Maße verschleißgefährdet ist und daß im Betrieb auftretende Stöße von außen ohne die Hilfe eines aufwendigen Zusatzmechanismus daran gehindert werden können, ein unzulässiges Hochschlagen der Brückenplatte zu verhindern.It is an object of the present invention, in the knowledge of the above-described problem, to design the known transition bridge in such a way that the seal between the bridge plate and bridge frame is not significantly endangered by frequent relative movements between the bridge plate and bridge frame, and that external shocks occur during operation without the help of a elaborate additional mechanism can be prevented from preventing an inadmissible opening of the bridge plate.

Der Lösung dieser Aufgabe dient eine Ausbildung der Übergangsbrücke mit den gattungsgemäßen Merkmalen gemäß dem Kennzeichnungsteil des Anspruchs 1.The solution to this problem is provided by designing the transition bridge with the generic features according to the characterizing part of claim 1.

Bei der erfindungsgemäßen Lösung ist die Dichtung zwischen dem gabelförmigen Brückenrahmen und der dem Brückenrahmen näheren, unteren der beiden Brückenplatten im Betriebszustand fest eingespannt, sie wird nicht durch während des Wagenlaufs auftretende Wechselbelastungen beansprucht und ist deswegen praktisch nicht verschleißgefährdet, hat also eine relativ hohe Lebenserwartung. Eine Übergangseinrichtung mit einer erfindungsgemäßen Übergangsbrücke kann also über eine lange Betriebszeit hinweg gegen Einflüsse von außen abgedichtet sein, seien es Wettereinflüsse, seien es Geräuscheinwirkungen oder seien es Druckwellen. Die notwendigen Relativbewegungen innerhalb der Übergangsbrücke infolge der Relativbewegungen zwischen beiden miteinander gekuppelten Fahrzeuge während des Wagenlaufs und unterschiedlichen Wagenbodenhöhen werden durch Relativbewegungen zwischen dem Brückenrahmen und der ihm näheren Brückenplatte einerseits und der zweiten, oberen der beiden Brückenplatten andererseits ermöglicht, ohne die Dichtheit der Übergangseinrichtung zu beeinträchtigen oder die vorgenannte Brückenabdichtung zu gefährden.In the solution according to the invention, the seal between the fork-shaped bridge frame and the lower of the two bridge plates, which is closer to the bridge frame, is firmly clamped in the operating state, it is not stressed by alternating loads occurring during carriage travel and is therefore practically not at risk of wear, and therefore has a relatively long life expectancy. A transition device with a transition bridge according to the invention can thus be sealed against external influences over a long period of operation, be it weather influences, noise effects or pressure waves. The necessary relative movements within the transition bridge as a result of the relative movements between the two coupled vehicles during the carriage run and different wagon floor heights are made possible by relative movements between the bridge frame and the bridge plate closer to it on the one hand and the second, upper of the two bridge plates on the other without impairing the tightness of the transition device or to endanger the aforementioned bridge seal.

Mit den Merkmalen der Unteransprüche wird die Erfindung in zweckmäßiger Weise weiter ausgestaltet.The features of the subclaims expediently further develop the invention.

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

Fig. 1
in schematischer Darstellung die Gesamtsituation am einen Ende eines Eisenbahnwagens von der Seite gesehen, wobei als Regelfall davon auszugehen ist, daß zwei Eisenbahnwagen mit gleicher Gesamtsituation an ihren beiden einander zugekehrten Stirnseiten einander zugekehrt und gelenkig miteinander gekuppelt sind,
Fig. 2
die in Fig. 1 dargestellte Anordnung als Horizontalschnitt,
Fig. 3
einen Längsschnitt durch den unteren Teil der Anordnung gemäß Fig. 1 in größerem Maßstab,
Fig. 4a, 4b als Teile von Fig. 4
in der Gesamtheit die erfindungsgemäße Übergangsbrücke in schematischer Darstellung einer Seitenansicht, wobei die untere Brückenplatte sich in der horizontalen Betriebsstellung befindet und die obere Brückenplatte gegenüber der unteren Brückenplatte um etwa 10° nach oben geschwenkt ist; die beiden Teilfiguren sind an der Linie A-A zusammenstoßend zu denken, um die Gesamtheit der Darstellung zu ergeben und
Fig. 5
einen Teilquerschnitt durch die Figur 4, wobei obere und untere Brückenplatte jedoch aufeinanderliegen.
The invention is explained below with reference to the drawing. The drawing shows:
Fig. 1
a schematic representation of the overall situation at one end of a railway wagon seen from the side, it generally being assumed that two railway wagons with the same overall situation are facing each other at their two facing end faces and are articulated together,
Fig. 2
1 as a horizontal section,
Fig. 3
2 shows a longitudinal section through the lower part of the arrangement according to FIG. 1 on a larger scale,
4a, 4b as parts of Fig. 4th
in total, the transition bridge according to the invention in a schematic representation of a side view, the lower bridge plate being in the horizontal operating position and the upper bridge plate being pivoted upward by approximately 10 ° relative to the lower bridge plate; the two partial figures are to be thought of colliding on the line AA in order to produce the whole of the representation and
Fig. 5
a partial cross section through Figure 4, but the upper and lower bridge plate lie on top of each other.

Die Übergangseinrichtung mit einer erfindungsgemäßen Übergangsbrücke ist der Stirnseite eines Eisenbahnwagens 1 zugeordnet, in der sich eine von einer Tür verschließbare Durchgangsöffnung befindet. Um diese Durchgangsöffnung herum ist an der Stirnseite des Wagens mittels eines hinteren oder inneren End- oder Anschlußrahmens 36 ein Faltenbalg 2 befestigt, der eine ringsum geschlossene Röhre mit horizontalem Boden, horizontalem Dach und vertikalen Seitenwänden bildet. Der Faltenbalg ist in üblicher Weise ausgeführt, indem ein gummiertes Gewebe in Falten gelegt ist, die vom unteren Ende der einen Seitenwand des Tunnels in dieser Seitenwand nach oben in das Tunneldach einlaufen, im Tunneldach zum oberen Ende der anderen Seitenwand verlaufen und dort in diese einlaufen, um in dieser Seitenwand wiederum zu deren unterem Ende zu verlaufen und schließlich als Boden unter der Übergangsbrücke zum Ausgangspunkt zurückzuverlaufen. Der relativ kurze Faltenbalg ist an seinem vorderen Ende an einen starren tunnelförmigen, d.h. ein horizontales Dach und zwei vertikale Seitenwände aufweisenden vorderen oder äußeren Endrahmen 3 angeschlossen. Der starre, vom äußeren Endrahmen 3 gebildete Tunnelabschnitt besteht aus den beiden Seitenwänden und dem Tunneldach und diese Teile sind in sich starr und winkelsteif miteinander verbunden. Am vorderen Ende ist der vordere Endrahmen 3 mit einem relativ breiten, nach außen gerichteten Kragen 4 versehen, der auf seiner Außenseite mit einem abriebfesten Belag 4b versehen ist. Der vordere Endrahmen 3 ist am vorderen Ende direkt an der Stirnseite des vorgenannten Eisenbahnwagens aufgehängt. Hierzu sind auf die Länge des Kragens 4 im Bereich der Seitenwände und des Daches Wickelfedern 4a verteilt, deren eines Ende an der Rückseite des Kragens 4 und deren anderes Ende an der Stirnseite des Eisenbahnwagens 1 mittels eines Anschlußrahmens 4c befestigt ist, so daß ihre Nachgiebigkeit in ihrer Längsrichtung die Verstellbewegungen des vorderen Endrahmens 3 bei entsprechender Verformung des Faltenbalges 2 entsprechend dem Spiel in der Fahrzeugkupplung 100 zuläßt und ihre Steifigkeit senkrecht zu ihren Längsachsen den Tunnelabschnitt in der gewollten Stellung über der Schiene hält.The transition device with a transition bridge according to the invention is assigned to the end face of a railway carriage 1, in which there is a passage opening which can be closed by a door. Around this passage opening, a bellows 2 is attached to the front of the car by means of a rear or inner end or connecting frame 36, which bellows forms an all-round closed tube with a horizontal bottom, horizontal roof and vertical side walls. The bellows is designed in the usual way, in that a rubberized fabric is placed in folds which run upwards into the tunnel roof from the lower end of one side wall of the tunnel in this side wall, run in the tunnel roof to the upper end of the other side wall and enter there to run in this side wall again to the lower end and finally as a floor under the transition bridge to the starting point to go back. The relatively short bellows is connected at its front end to a rigid tunnel-shaped front or outer end frame 3 which has a horizontal roof and two vertical side walls. The rigid tunnel section formed by the outer end frame 3 consists of the two side walls and the tunnel roof and these parts are rigidly and angularly rigidly connected to one another. At the front end, the front end frame 3 is provided with a relatively wide, outwardly directed collar 4, which is provided on the outside with an abrasion-resistant covering 4b. The front end frame 3 is suspended at the front end directly on the end face of the aforementioned rail car. For this purpose, coil springs 4a are distributed over the length of the collar 4 in the region of the side walls and the roof, one end of which is attached to the rear of the collar 4 and the other end of which is attached to the end face of the railroad car 1 by means of a connecting frame 4c, so that its flexibility in their longitudinal direction allows the adjustment movements of the front end frame 3 with a corresponding deformation of the bellows 2 according to the play in the vehicle coupling 100 and their rigidity perpendicular to their longitudinal axes keeps the tunnel section in the desired position above the rail.

Der von dem vorderen Endrahmen 3 gebildete tunnelförmige Teil des Übergangsschutzes, dessen anderer, eine geschlossene Röhre bildender Teil der Faltenbalg 2 und dessen weiterer Teil der hintere Endrahmen 36 ist, wird am unteren Ende zu einer geschlossenen Röhre ergänzt durch den vorderen Teil einer Übergangsbrücke 5, die mit ihrem hinteren Ende in den vom Faltenbalg 2 gebildeten röhrenförmigen Teil des Übergangsschutzes hineinragt. Diese Übergangsbrücke weist einen gabelförmigen Brückenrahmen 6 auf, der im wesentlichen aus zwei seitlichen Längsträgern 6a und einem hinteren (wagenseitigen) Querträger 6b besteht, der die beiden Längsträger an ihren hinteren Enden starr miteinander verbindet. Im Bereich ihrer vorderen Enden sind die Längsträger 6a mit den unteren Enden der Seitenwände des vorderen Endrahmens 3 fest verbunden. Diesem Brückenrahmen 6 ist in Gelenken 7 am hinteren Ende vertikal schwenkbar eine erfindungsgemäße Brückenplattenkonstruktion 8,9 zugeordnet. In der vertikalen Außerbetriebsstellung liegt die Brückenplattenkonstruktion 8,9 unmittelbar vor der Wagenstirnwand und liegt an dieser an, wobei die Durchgangsöffnung durch die Tür verschlossen ist. Wichtig ist, daß unabhängig von der Stellung des starren Tunnelabschnittes bzw. des vorderen Endrahmens 3 zu der Stirnseite des Eisenbahnwagens 1 bei hochgeklappter Brückenblechkonstruktion 8,9 der Raum zwischen den Längsträgern 6a und dem Querträger 6b für einen Kuppler zugänglich ist, so daß dieser die in diesem sogenannten "Berner Raum" und zwischen den Puffern 101 liegende Fahrzeugkupplung 100 bedienen kann, um das betrachtete Schienenfahrzeug mit einem weiteren Fahrzeug zu kuppeln oder von diesem zu trennen. In der Betriebsstellung der genannten Teile ist die Tür manuell zu öffnen und manuell oder automatisch zu schließen, der Faltenbalg 2 ist ca. halb ausgezogen, so daß sich der starre Tunnelabschnitt 3 in seiner vorderen Endstellung befindet, und die Brückenplattenkenstrukion 8,9 der Brücke ist in ihre horizontale Stellung geklappt, wobei sie auf den Längsträgern 6a seitlich aufliegt. Mit dem hinteren Ende ihres Brückenrahmens 6 liegt die Übergangsbrücke auf einem biegesteifen, starr an der Wagenstirnseite bzw. dem Wagenuntergestell befestigten Wagenblech 10 auf. Das Wagenblech 10 endet mit seinem vorderen Ende etwa in dem Bereich, in dem die Verbindung zwischen Faltenbalg 2 und Stirnwand des Wagenkastens 1 liegt, wenn sich die Übergangseinrichtung in ihrer normalen Betriebsstellung befindet.The tunnel-shaped part of the transition protection formed by the front end frame 3, the other part of which forms a closed tube, the bellows 2 and the other part of which is the rear end frame 36, is supplemented at the lower end to form a closed tube by the front part of a transition bridge 5, which protrudes with its rear end into the tubular part of the transition protection formed by the bellows 2. This transition bridge has one fork-shaped bridge frame 6, which essentially consists of two lateral side members 6a and a rear (carriage-side) cross member 6b, which rigidly connects the two side members at their rear ends. In the region of their front ends, the longitudinal beams 6a are firmly connected to the lower ends of the side walls of the front end frame 3. A bridge plate construction 8, 9 according to the invention is assigned to this bridge frame 6 in joints 7 at the rear end so as to be vertically pivotable. In the vertical inoperative position, the bridge plate construction 8, 9 lies directly in front of the front wall of the car and lies against it, the through opening being closed by the door. It is important that regardless of the position of the rigid tunnel section or the front end frame 3 to the front of the railroad car 1 when the bridge plate construction 8.9 is folded up, the space between the longitudinal beams 6a and the crossbeam 6b is accessible to a coupler, so that the coupler in can operate this so-called "Bernese area" and vehicle coupling 100 located between the buffers 101 in order to couple or separate the rail vehicle under consideration from another vehicle. In the operating position of the parts mentioned, the door can be opened manually and closed manually or automatically, the bellows 2 is approximately half extended, so that the rigid tunnel section 3 is in its front end position, and the bridge plate construction 8.9 of the bridge folded into its horizontal position, where it rests laterally on the side members 6a. With the rear end of its bridge frame 6, the transition bridge rests on a rigid, rigidly fixed to the carriage front side or the carriage base 10. The carriage plate 10 ends with its front end approximately in the area in which the connection between the bellows 2 and end wall of the car body 1 is when the transition device is in its normal operating position.

Da im Bereich der seitlichen Längsträger 6a der Brückenrahmen 6 mit den Seitenwänden des Tunnelabschnittes 3 fest verbunden ist, ist der Brückenrahmen 6 im vorderen Bereich als Teil des Tunnelabschnittes 3 über die vorerwähnten Wickelfedern 4a an der Stirnseite des Eisenbahnwagens aufgehängt, während dieser Brückenrahmen an seinem hinteren Ende, d.h. im Bereich des Querträgers 6b am Eisenbahnwagen (Wagenblech 10) abgestützt ist. Die Längsträger 6a verlaufen innerhalb des Faltenbalges 2 seitlich vom Wagenblech 10 der Wagenstirnwand bzw. des Wagenuntergestells und sind oberhalb des Wagenbleches 10 an ihren hinteren Enden mit dem Querträger 6b des Bodengerippes verbunden. Die Abstützung des Brückenrahmens 6 auf dem Wagenblech 10 zur Entlastung der Wickelfedern 4a erfolgt verschieblich, wozu in einem vorgegebenen Abstand von jedem äußeren Ende des hinteren Querträgers 6b zwischen je zwei Konsolblechen 60 dieses Querträgers je eine Rolle 30 an dem Querträger 6b gelagert ist, wobei beide Rollen um eine gemeinsame, parallel zum Querträger 6b verlaufende Drehachse drehbar sind. Statt der Rollen können entsprechend wirkende Gleitstücke wegen der notwendigen Querverschiebungen zwischen der Brücke mit dem Brückenrahmen 6 und der Brückenplattenkonstruktion 8,9 einerseits und dem Wagenblech 10 andererseits bei seitlichem Wagenversatz zweckmäßiger sein. Bei der Annäherung des Brückenrahmens 6 zusammen mit der Brückenplattenkonstruktion 8,9 an die Wagenstirnwand dringt das Wagenblech 10 in eine Tasche 31' ein, die an der Unterseite der Brückenplattenkonstrukion 8,9 durch ein an der Unterseite angesetztes Winkelblech 32 gebildet wird.Since the bridge frame 6 is firmly connected to the side walls of the tunnel section 3 in the area of the side longitudinal members 6a, the bridge frame 6 is suspended in the front area as part of the tunnel section 3 via the aforementioned coil springs 4a on the front side of the railroad car, while this bridge frame is suspended on its rear End, ie in the area of the cross member 6b is supported on the railway carriage (carriage plate 10). The longitudinal members 6a run inside the bellows 2 laterally from the carriage plate 10 of the end wall of the carriage or the undercarriage and are connected above the carriage plate 10 at their rear ends to the cross member 6b of the floor frame. The support of the bridge frame 6 on the carriage plate 10 to relieve the coil springs 4a is slidable, for which purpose a roller 30 is mounted on the cross member 6b at a predetermined distance from each outer end of the rear cross member 6b between two bracket plates 60 of this cross member, both of which Rollers are rotatable about a common axis of rotation running parallel to the cross member 6b. Instead of the rollers, correspondingly acting sliders can be more expedient because of the necessary transverse displacements between the bridge with the bridge frame 6 and the bridge plate construction 8.9 on the one hand and the carriage plate 10 on the other hand when the carriage is offset laterally. When the bridge frame 6, together with the bridge plate construction 8.9, approaches the end wall of the carriage, the carriage plate 10 penetrates into a pocket 31 'which is formed on the underside of the bridge plate construction 8.9 by an angle plate 32 attached to the underside.

Die Brückenplattenkonstruktion 8,9 ist nun abweichend von der vorbekannten Bauweise nach der US-PS 4,942,825, auf die im Zusammenhang mit der vorliegenden Erfindung und zu deren Verständnis ausdrücklich Bezug genommen wird, kein einteiliges Blech, das entsprechend der gewollten Biegesteifigkeit dick und plattenförmig ausgelegt und gegebenenfalls durch ein Gerippe versteift ist und an dessen Unterseite die Tasche 31 angesetzt ist. Statt eines solchen einzigen Bleches bilden zwei Brückenplatten 8 und 9 die wesentlichen Teile der Brückenplattenkonstruktion. Die untere, dem Brückenrahmen 6 nähere der beiden Brückenplatten, also die Brückenplatte 8, ist auf den horizontal in Fahrzeugquerrichtung weisenden Zapfen der Gelenke 7 nach oben und unten schwenkbar gelagert und in der unteren, horizontalen Endstellung gegenüber dem Brückenrahmen 6 verriegelbar. Ist die Brückenplatte 8 in ihre horizontale Betriebsstellung geschwenkt, so liegt sie auf Flanschen 6d der Brückenrahmenlängsträger 6a auf, die an den Innenseiten der Längsträger 6a befestigt sind und zwar in einem solchen Abstand von den Oberseiten der Längsträger 6a, daß diese Oberseiten und die obere Brückenplatte 9 in einer gemeinsamen horizontalen Ebene über der Schiene liegen, wenn die Brückenplattenkonstruktion 8,9 in ihrer horizontalen Betriebsstellung geschwenkt ist (Fig. 5). Zwischen jeder der einander zugekehrten Innenseiten der als hohle Kastenträger ausgebildeten Brückenrahmenlängsträger 6a und damit den Seitenwänden des Tunnelabschnittes 3 einerseits und den Seitenkanten der unteren Brückenplatte 8 ist ein Spalt vorgesehen, und bei in die Betriebsstellung nach unten abgeklapptem und in dieser Stellung gegenüber dem Brückenrahmen 6 verriegeltem unteren Brückenplatte 8 ist jeder dieser Spalte durch eine Gummileiste 35 dichtend ausgefüllt, die vorzugsweise ein aufblähbares Strang-Hohlprofil ist, um beim Schwenken der unteren Brückenplatte 8 im entlüfteten Zustand nicht durch die Einwirkung von Reibkräften beschädigt zu werden, in der Betriebsstellung der unteren Brückenplatte 8 und aufgeblähtem Zustand eine gute und zuverlässige Dichtwirkung zu ergeben. Das Blähen des Strangprofils 35 kann mit einem hydraulischen, vorzugsweise aber mit einem pneumatischen Druckmittel erfolgen. Die Ventilsteuerung ist als an sich bekannt nicht dargestellt. Die beiden seitlichen Abschnitte des Strangprofils 35 sind Teile des an der unteren Brückenplatte 8 befestigten Strangprofiles mit einem Fuß aus Vollgummi und einem an den Fuß angefügten Hohlteil. Es ist im Bereich der Brückenplattenseitenkanten mit dem Fuß in Schienen der unteren Brückenplatte 8 befestigt, wechselt im Bereich des hinteren Endes der unteren Brückenplatte 8 im Bereich des Winkelbleches 32, auf dessen und der Brückenplatte 8 Unterseite über (unterbrochener Linienzug 35'), um in der Betriebsstellung der unteren Brückenplatte 8 zwischen der Unterseite des Winkelbleches 32 und der Oberseite einer Leiste 37 zu liegen, die unterhalb des Wagenbleches 9 die Seitenträger 6a des Brückenrahmens 6 miteinander verbindet. In Fig. 1 ist schematisch gezeigt, daß der Faltenbalg 2 im Bereich der vorderen Enden der Balgseitenwände und des Balgdaches mit dem starren Tunnelabschnitt 3 in geeigneter Weise verbunden ist. Der Balgboden ist am vorderen Ende an einer Seitenleiste 37a der erwähnten Leiste 37 befestigt (Fig. 3). Am hinteren Ende ist der Balg ringsum an einem Anschlußrahmen 36 befestigt, der seinerseits der Wagenstirnseite zugeordnet ist, was wiederum ebenfalls in Fig. 1 schematisch gezeigt ist.The bridge plate construction 8.9 is now, in deviation from the previously known construction according to US Pat. No. 4,942,825, to which express reference is made in connection with the present invention and for its understanding, not a one-piece sheet metal which is designed to be thick and plate-shaped in accordance with the desired bending stiffness and optionally stiffened by a skeleton and on the underside of which the pocket 31 is attached. Instead of such a single sheet, two bridge plates 8 and 9 form the essential parts of the bridge plate construction. The lower, closer to the bridge frame 6 of the two bridge plates, that is to say the bridge plate 8, is pivotably mounted up and down on the pins of the joints 7 pointing horizontally in the transverse direction of the vehicle and can be locked in the lower, horizontal end position with respect to the bridge frame 6. If the bridge plate 8 is pivoted into its horizontal operating position, it rests on flanges 6d of the bridge frame side members 6a, which are fastened to the inside of the side members 6a and at such a distance from the upper sides of the side members 6a that these top sides and the upper bridge plate 9 lie in a common horizontal plane above the rail when the bridge plate construction 8, 9 is pivoted in its horizontal operating position (FIG. 5). A gap is provided between each of the mutually facing inner sides of the bridge frame longitudinal members 6a designed as a hollow box girder and thus the side walls of the tunnel section 3 on the one hand and the side edges of the lower bridge plate 8, and when folded down into the operating position and locked in this position with respect to the bridge frame 6 lower bridge plate 8, each of these gaps is filled sealingly by a rubber strip 35, which is preferably an inflatable extruded hollow profile, in order to pivot the lower bridge plate 8 not to be damaged in the vented state by the action of frictional forces, in the operating position of the lower bridge plate 8 and in the inflated state to provide a good and reliable sealing effect. The expansion of the extruded profile 35 can take place with a hydraulic, but preferably with a pneumatic pressure medium. The valve control is not shown as known per se. The two lateral sections of the extruded profile 35 are parts of the extruded profile fastened to the lower bridge plate 8 with a solid rubber foot and a hollow part attached to the foot. It is fastened in the area of the bridge plate side edges with the foot in rails of the lower bridge plate 8, changes in the area of the rear end of the lower bridge plate 8 in the area of the angle plate 32, on the underside of which and the bridge plate 8 (broken line 35 ') to in the operating position of the lower bridge plate 8 to lie between the underside of the angle plate 32 and the top of a strip 37 which connects the side beams 6a of the bridge frame 6 to one another below the carriage plate 9. 1 schematically shows that the bellows 2 is connected in a suitable manner to the rigid tunnel section 3 in the region of the front ends of the bellows side walls and the bellows roof. The bellows base is attached at the front end to a side bar 37a of the bar 37 mentioned (FIG. 3). At the rear end, the bellows is attached all around to a connecting frame 36, which in turn is assigned to the front of the car, which in turn is also shown schematically in FIG. 1.

Achsgleich mit der unteren, dem Brückenrahmen 6 näheren Brückenplatte 8 ist nun auf den Querzapfen der Lager 7 die obere Brückenplatte 9 vertikal schwenkbar gelagert. In der unteren, horizontalen Endstellung ist die obere Brückenplatte 9 der unteren Brückenplatte 8 weitestgehend angenähert bzw. liegt die obere Brückenplatte 9 lose auf der ebenfalls nach unten in ihre horizontale Endstellung abgeklappten Brückenplatte 8 auf (9' in Fig. 4a). Die obere Brückenplatte 9 ist aus dieser Endstellung heraus unabhängig von der unteren Brückenplatte nach oben bewegbar bzw. nach oben verschwenkbar und, selbstverständlich, wieder in ihre untere, horizontale Endstellung zurückschwenkbar.Aligned axially with the lower bridge plate 8, which is closer to the bridge frame 6, the upper bridge plate 9 is now vertically pivoted on the transverse pin of the bearings 7. In the lower, horizontal end position, the upper bridge plate 9 is as close as possible to the lower bridge plate 8 or the upper bridge plate 9 lies loosely on the bridge plate 8, which is also folded down into its horizontal end position (9 'in FIG. 4a). The upper bridge plate 9 can be moved upwards out of this end position independently of the lower bridge plate or pivoted upwards and, of course, can be pivoted back into its lower, horizontal end position.

Vorzugsweise sind obere Brückenplatte 9 und untere Brückenplatte 8 so miteinander gekuppelt, daß beim Einwirken einer nach oben gerichteten Kraft auf die horizontale untere Brückenplatte 8 diese die obere Brückenplatte 9 von Anfang an mitnimmt, während eine auf die horizontale obere Brückenplatte 9 einwirkende nach oben gerichtete Kraft zunächst nur ein Schwenken der oberen Brückenplatte 9 bewirkt und erst am Ende eines gewählten Freilaufweges die obere Brückenplatte 9 die untere Brückenplatte 8 mitnimmt. Im einfachsten Fall sind zwischen oberer und unterer Brückenplatte Federn 40 angeordnet, deren Federweg ausgeschöpft wird, um die obere Brückenplatte 9 allein nach oben zu schwenken und die untere Brückenplatte 8 zunächst noch in ihrer horizontalen Endstellung zu belassen, die aber nach dem Erschöpfen des Federspiels Kupplungselemente sind, die die untere Brückenplatte 8 bei weiterer nach oben gerichteter Schwenkbewegung der oberen Brückenplatte 9 mitnehmen. In Fig. 4a sind solche Federn 40 schematisch eingetragen.Preferably, the upper bridge plate 9 and the lower bridge plate 8 are coupled to one another such that when an upward force is exerted on the horizontal lower bridge plate 8, the upper bridge plate 9 is entrained from the beginning, while an upward force is exerted on the horizontal upper bridge plate 9 initially only causes the upper bridge plate 9 to pivot and only at the end of a selected freewheel path does the upper bridge plate 9 take the lower bridge plate 8 with it. In the simplest case, springs 40 are arranged between the upper and lower bridge plate, the spring travel of which is exhausted in order to pivot the upper bridge plate 9 alone upwards and initially leave the lower bridge plate 8 in its horizontal end position, but these coupling elements after the spring play has been exhausted are which take the lower bridge plate 8 with them when the upper bridge plate 9 is pivoted further upwards. 4a, such springs 40 are shown schematically.

In ihrer Mitte ist die obere Brückenplatte 9 am äußeren Ende mit einer in Längsrichtung federbelasteten und verstellbaren Verriegelung versehen. Der Riegel 31 dieser Verriegelung kann in der horizontalen Endstellung der oberen Brückenplatte 9 in eine Tasche eindringen, die der oberen Brückenplatte einer gleichen Übergangsbrücke des zweiten der beiden miteinander gekuppelten Fahrzeuge zugeordnet ist, die einer entsprechenden, aber nicht bauteilgleichen Übergangsbrücke des zweiten der beiden miteinander gekuppelten Fahrzeuge zugeordnet sein kann oder die, bei entsprechender Länge der besprochenen erfindungsgemäßen Übergangsbrücke, unmittelbar der Stirnseite des zweiten der beiden miteinander gekuppelten Fahrzeuge zugeordnet sein kann. Aus Symmetriegründen befindet sich auch neben dem Riegel 31 der Verriegelung eine entsprechende Tasche, in die ein der Tasche zugeordneter Gegenriegel eindringen kann. Tasche und Riegel 31 derselben Fahrzeugstirnseite bzw. Übergangsbrücke befinden sich nahe der lotrechten Fahrzeuglängsmittelebene symmetrisch zu dieser Fahrzeuglängsmittelebene.In the middle of the upper bridge plate 9 is provided at the outer end with a spring-loaded and adjustable lock in the longitudinal direction. The bolt 31 of this lock can penetrate into the pocket in the horizontal end position of the upper bridge plate 9, which is assigned to the upper bridge plate of a same transition bridge of the second of the two coupled vehicles, which can be assigned to a corresponding, but not identical transition bridge of the second of the two coupled vehicles, or which, with a corresponding length of the transition bridge according to the invention discussed, can be assigned directly to the end face of the second of the two coupled vehicles. For reasons of symmetry, there is also a corresponding pocket next to the bolt 31 of the lock, into which a counter-bolt assigned to the pocket can penetrate. Pocket and bolt 31 of the same vehicle end face or transition bridge are located near the vertical median longitudinal plane symmetrical to this median longitudinal plane.

In entsprechender Weise zum Zusammenwirken mit einer zweiten Brücke zwischen den beiden miteinander gekuppelten Fahrzeugen oder einer Gegenfläche unmittelbar an der Wagenstirnseite des zweiten der beiden miteinander gekuppelten Fahrzeuge ist der Brückenplatte 8 vor dieser, unterhalb der Vorderkante der horizontalen Platte 9 eine Dichtfläche 33 zugeordnet. Um bei hochgeklappter Brückenplatte 9, aber noch nach unten geklappter Brückenplatte 8 den "Berner Raum" nicht durch die Dichtfläche 33 zu beeinträchtigen, ist diese an einem Konsol 34 befestigt, das um Querzapfen 35'' schwenkbar an der Brückenplatte 8 gelagert ist. In der Betriebsstellung der Brückenplatte 8 und der Dichtfläche 33 befindet sich das Konsol 34 in einer Endstellung, in der die Dichtfläche 33 vertikal steht. In der Außerbetriebsstellung ist das Konsol 34 so gegenüber der Brückenplattenkonstruktion verschwenkt, daß die Dichtfläche 33 in horizontaler Position sich unterhalb der unteren Brückenplatte 8 befindet, wie es in Fig. 4a durch den Strich-Punktlinienzug 33' gekennzeichnet ist.In a corresponding manner for cooperation with a second bridge between the two vehicles coupled to one another or a counter surface directly on the front face of the second of the two vehicles coupled with one another, the sealing plate 33 is assigned a sealing surface 33 in front of the latter, below the front edge of the horizontal plate 9. So that the "Bernese area" is not impaired by the sealing surface 33 when the bridge plate 9 is folded up but the bridge plate 8 is still folded down, it is fastened to a bracket 34 which is pivotably mounted on the bridge plate 8 about transverse pins 35 ″. In the operating position of the bridge plate 8 and the sealing surface 33, the bracket 34 is in an end position in which the sealing surface 33 is vertical. In the inoperative position, the bracket 34 is pivoted relative to the bridge plate construction, that the sealing surface 33 is in a horizontal position below the lower bridge plate 8, as is characterized in Fig. 4a by the dash-dotted line 33 '.

Da das Schwenken der Dichtfläche 33 und der oberen Brückenplatte 9 in der Praxis im Regelfall funktionsabhängig erfolgen wird, können Dichtfläche 33 und obere Brückenplatte 9 funktionsabhängig schwenkbar und hierzu durch ein Gestänge 36' miteinander gekuppelt sein, das einerseits am Konsol 34, andererseits an der oberen Brückenplatte 9 gelenkig angeschlossen ist.Since the pivoting of the sealing surface 33 and the upper bridge plate 9 will usually be function-dependent, in practice the sealing surface 33 and the upper bridge plate 9 can be pivoted depending on the function and for this purpose can be coupled to one another by a linkage 36 ', which on the one hand on the bracket 34 and on the other on the upper Bridge plate 9 is articulated.

Der Verriegelung der unteren Brückenplatte 8 gegenüber dem Brückenrahmen 6 können federbelastete, querverschiebliche Riegel 37 dienen, die mit einer unteren Schrägfläche 38 versehen sind, so daß sie beim Schwenken der unteren Brückenplatte 8 um die Gelenke 7 nach unten selbständig unter die Auflagen 6d der Brückenrahmenlängsträger 6a schnappen und die untere Brückenplatte 8 mit Leisten 39 und den Riegeln 37 zu beiden Seiten der Auflagen 6d des Brückenrahmens 6 liegen (Fig. 5). Soll die untere Brückenplatte 8 nach oben geschwenkt werden, so müssen die Riegel 37 entgegen Federwirkung zurückgezogen werden. Hierzu kann eine schwenkbare Knebel- oder Nockenanordnung 40' vorgesehen sein, die den Abstand der beiden Riegel 37 eines Riegelpaares vergrößert oder verkleinert.The locking of the lower bridge plate 8 with respect to the bridge frame 6 can serve spring-loaded, transversely displaceable latches 37, which are provided with a lower inclined surface 38, so that when the lower bridge plate 8 is pivoted downwards about the joints 7, they independently under the supports 6d of the bridge frame side members 6a snap and the lower bridge plate 8 with strips 39 and the latches 37 lie on both sides of the supports 6d of the bridge frame 6 (FIG. 5). If the lower bridge plate 8 is to be pivoted upward, the bolts 37 must be withdrawn against the spring action. For this purpose, a pivotable toggle or cam arrangement 40 'can be provided, which increases or decreases the distance between the two bolts 37 of a pair of bolts.

In der Form einer Zusammenfassung können die wichtigsten Merkmale der vorbeschriebenen erfindungsgemäßen Übergangsbrücke wie folgt genannt werden:
Gegenstand der Erfindung ist eine Übergangsbrücke, die als Teil einer Übergangseinrichtung der Stirnseite eines Eisenbahnwagens zuzuordnen ist. Ein gabelförmiger Rahmen ist im Bereich seines hinteren Querträgers längsverschieblich, vorzugsweise über Rollen, auf einem Bodenblech des Eisenbahnwagens abgestützt, während er im Bereich der vorderen, freien Enden der Seitenträger über Mittel an der Wagenstirnwand aufgehängt ist, die den Brückenrahmen stützen und gleichzeitig auf ihn eine nach außen gerichtete Vorspannkraft aufbringen. Im Bereich des hinteren Endes des Brückenrahmens ist an diesem eine Brückenplattenkonstruktion um eine Querachse schwenkbar gelagert. In der Betriebsstellung der Brückenplattenkonstrukion liegt eine untere Brückenplatte 8 auf dem Brückenrahmen auf und ist diesem gegenüber verriegelt, wobei sich zwischen Brückenrahmen und unterer Brückenplatte eine Dichtung befindet. Auf der unteren Brückenplatte liegt eine obere Brückenplatte lose auf, die Zentriermittel aufweist, mit der die obere Brückenplatte gegenüber einem zweiten Eisenbahnwagen, der mit dem erstgenannten Eisenbahnwagen gekuppelt ist, geführt ist, der vorzugsweise eine zumindest gleichartige Übergangseinrichtung aufweist. Der unteren Brückenplatte ist eine stirnseitige Dichtung zum zweiten Eisenbahnwagen zugeordnet, die unter die untere Brückenplatte geschwenkt wird, wenn die obere Brückenplatte nach oben vor die Wagenstirnseite geschwenkt wird. Diese Schwenkbewegung der oberen Brückenplatte erfolgt zunächst ohne Einfluß auf die untere Brückenplatte, auf ihrem weiteren Schwenkweg nimmt die obere Brückenplatte die untere Brückenplatte mit, wozu die Verriegelung zwischen unterer Brückenplatte und Brückenrahmen gelöst worden ist.In the form of a summary, the most important features of the transition bridge according to the invention described above can be named as follows:
The invention relates to a transition bridge, which is to be assigned as part of a transition device to the end face of a railroad car. A fork-shaped frame is longitudinally displaceable in the area of its rear crossmember, preferably by means of rollers, on a floor panel of the railroad car, while it is suspended in the area of the front, free ends of the side members via means on the front wall of the car which support the bridge frame and at the same time on it Apply outward biasing force. In the area of the rear end of the bridge frame, a bridge plate construction is pivotally mounted thereon about a transverse axis. In the operating position of the bridge plate construction, a lower bridge plate 8 rests on the bridge frame and is locked against it, a seal being located between the bridge frame and the lower bridge plate. On the lower bridge plate, an upper bridge plate lies loosely, which has centering means with which the upper bridge plate is guided relative to a second railway carriage, which is coupled to the former railway carriage, which preferably has an at least similar transition device. The lower bridge plate is assigned an end seal to the second railway carriage, which is pivoted under the lower bridge plate when the upper bridge plate is pivoted upwards in front of the carriage end. This swiveling movement of the upper bridge plate initially takes place without any influence on the lower bridge plate, on its further swiveling path the upper bridge plate takes the lower bridge plate with what the locking between the lower bridge plate and bridge frame has been released.

Claims (10)

  1. A gangway floorplate (5) for rail vehicles, one end of the floorplate being associated with one of two rail vehicles adapted to be pivotally coupled together, while its other end is intended to co-operate preferably with a corresponding, but not necessarily identical, gangway floorplate of the second of the rail vehicles for coupling together, the said gangway floorplate having the following features:
    1.1 a fork-shaped frame (6) is supported, in the region of its rear cross-member (6b), for longitudinal displacement on a plate (10) of the coach underframe and projects, by the front ends of its lateral longitudinal members (6a), beyond the front end of the coach plate approximately as far as the coupling zone between the two vehicles, and said longitudinal members are suspended from the vehicle in the region of their front ends,
    1.2 the fork-shaped frame (6) encloses a free space covered at the top by a plate (8) which, in the region of its rear end, is associated, for pivoting about a horizontal transverse axis (7), with the fork-shaped frame in the region of the frame cross-member (6b), while its front end is intended and appropriately constructed for abutment with a comparable part of the second rail vehicle, preferably a corresponding gangway floorplate of said second vehicle,
    1.3 a seal (35) is provided between the frame (6) and the plate (8) and a seal (33) is provided in the region of the front end face of the plate,
    1.4 springs (4a) are provided between the floorplate (5) and the actual vehicle (1) and apply a longitudinally acting prestressing force to the floorplate,
    1.5 guides and centring means (31) are provided at the front end of the floorplate to guide the same relatively to the other of the two coupled vehicles, preferably relatively to a corresponding gangway floorplate of said other vehicle,
    and which is characterised by the following features:
    1.6 the plate (8) is one of two approximately equal-area plates (8, 9) which are situated one above the other and which, at their rear ends, are associated, for pivoting about a common pivot axis (7), with the gangway floorplate frame (6) in the region of the cross-member (6b) thereof,
    1.7 the bottom one of the two plates (8, 9) when in its operative position rests on the floorplate frame (6) with the interposition of the seal (35) and is lockable to the floorplate frame in that position and
    1.8 the top one of the two plates (8, 9) when in its operative position rests loosely on the bottom plate (8) and comprises the centring means (31) for co-operation with the second of the two vehicles for coupling, preferably a corresponding floorplate of said second vehicle.
  2. A gangway floorplate according to claim 1, characterised in that the two plates (8, 9) are coupled together so that the two plates drive one another when the movement of one of the two plates is produced between its two end positions.
  3. A gangway floorplate according to claim 2, characterised by a freewheel motion in the drive means (40) such that a predetermined partial travel of the top plate (9) is possible from the horizontal position into the vertical end position without the bottom plate (8) being driven over this partial travel, while on the remainder of the travel to the vertical end position the top plate drives the bottom plate.
  4. A gangway floorplate according to any one of claims 1 to 3, characterised in that the seal (33) at the outer end face of the gangway floorplate is associated with the end face of the bottom plate (8).
  5. A gangway floorplate according to claim 4, characterised in that the seal (33) is movably associated with the bottom plate (8).
  6. A gangway floorplate according to claim 5, characterised in that the seal (33) can be swung against the underside of the bottom plate (8) in order to be in a vertical position relatively to the bottom plate in one end position while in the other end position it lies parallel to the bottom plate and beneath the latter.
  7. A gangway floorplate according to claim 6, characterised in that the pivoting movement of the seal (33) takes place in dependence on the movement of the top plate (9) in the region of the first partial travel.
  8. A gangway floorplate according to any one of claims 1 to 7, characterised in that locking of the bottom plate (8) relatively to the floorplate frame (6) takes place automatically when the bottom plate approaches the floorplate frame, while unlocking has to be effected manually by an operative.
  9. A gangway floorplate according to claim 8, characterised in that the locking means are spring catches (37).
  10. A gangway floorplate according to claims 5 and 6, characterised in that when the floorplate structure is in the operative position with the top and bottom plates (8 and 9) horizontal the top plate (9) is situated with its front edge in front of the front edge of the bottom plate (8) and the pivotal seal (33) constructed as a sealing surface and the front edge of the top plate (9) are situated at least approximately in a common vertical vehicle transverse plane.
EP91122317A 1990-12-29 1991-12-27 Connecting platform for railway vehicles Expired - Lifetime EP0493818B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4042181 1990-12-29
DE4042181A DE4042181A1 (en) 1990-12-29 1990-12-29 TRANSITION BRIDGE FOR RAIL VEHICLES

Publications (2)

Publication Number Publication Date
EP0493818A1 EP0493818A1 (en) 1992-07-08
EP0493818B1 true EP0493818B1 (en) 1994-10-05

Family

ID=6421657

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Application Number Title Priority Date Filing Date
EP91122317A Expired - Lifetime EP0493818B1 (en) 1990-12-29 1991-12-27 Connecting platform for railway vehicles

Country Status (4)

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EP (1) EP0493818B1 (en)
AT (1) ATE112527T1 (en)
DE (2) DE4042181A1 (en)
ES (1) ES2062655T3 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115179982A (en) * 2022-07-05 2022-10-14 常州今创风挡系统有限公司 Through passage electric control coupling and de-knitting device of railway passenger car

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0669243B1 (en) * 1994-02-25 1997-08-06 HÜBNER Gummi- und Kunststoff GmbH Diagonal movable bridge elements for an intercommunication passage between two vehicles
DE59602741D1 (en) * 1996-07-01 1999-09-16 Huebner Gummi & Kunststoff TRANSITION BETWEEN TWO JOINED VEHICLES, e.g. TRAVELER OR SUBWAY CAR

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1249311B (en) * 1963-11-12
DE2855684C2 (en) * 1978-12-22 1983-11-17 Messerschmitt-Bölkow-Blohm GmbH, 8000 München Transition device, in particular for rail vehicles
DE3807167A1 (en) * 1988-03-04 1989-09-14 Huebner Gummi & Kunststoff TRANSITION DEVICE FOR RAIL VEHICLES

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115179982A (en) * 2022-07-05 2022-10-14 常州今创风挡系统有限公司 Through passage electric control coupling and de-knitting device of railway passenger car

Also Published As

Publication number Publication date
DE59103173D1 (en) 1994-11-10
ES2062655T3 (en) 1994-12-16
DE4042181A1 (en) 1992-07-02
EP0493818A1 (en) 1992-07-08
ATE112527T1 (en) 1994-10-15

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