EP0640722A1 - Portable bridge - Google Patents

Abstract

In the new bridge, a support for the upper pivotable roadway section (7) is articulated on the base body (1) in its bottom-boom region (2), the support (18) being constructed in the form of a ramp wedge. The ramp wedge is provided with a guiding profile (20) by which it is in engagement with guiding elements (22) at the free end of the roadway section (7). On pivoting either the ramp wedge (18) or the movable roadway section (7), the entire bridge section (A) is always situated in a unique defined state. <IMAGE>

Description

• einen Grundkörper, der zumindest zu einem Ende hin in der Höhe abnimmt,
• mindestens einen Fahrbahn-Abschnitt, der um eine waagerechte, vom Ende des Grundkörpers entfernt angeordnete Querachse schwenkbar ist, und zwar zwischen der auf dem zugehörigen Ende des Grundkörpers aufliegenden und einer davon abgehobenen Position,
• und einer mit dem freien Ende des schwenkbaren Fahrbahn-Abschnitts oder mit dem zugehörigen Ende des Grundkörpers beweglich verbundenen Stütze.

The invention relates to a layable bridge, which consists of at least one bridge section, which has the following parts:

• a base body that decreases in height at least towards one end,
• at least one roadway section which can be pivoted about a horizontal transverse axis which is arranged at a distance from the end of the base body, namely between the position lying on the associated end of the base body and a position lifted away therefrom,
• and a support movably connected to the free end of the pivotable roadway section or to the associated end of the base body.

From EP-A1-0 374 019 a generic bridge is known, the bridge section of which drops in height to both sides and has a transverse axis in the middle to which a foldable roadway section is articulated. In the embodiment according to FIGS. 1 to 19 of EP-A1-0 374 019, the supports are each articulated on the bridge base body and can be pivoted upward against the foldable section of the roadway. A disadvantage of this construction is that the supports are designed differently.

In the embodiment according to FIGS. 24 to 28 of EP-A1-0 374 019, the supports - designed as ramps - are articulated on the free ends of the pivotable roadway sections. When swiveling the foldable lane sections, the ramps fall down. This requires special measures to securely engage the ramps for coupling with the bridge bodies. In both embodiments, the locking of the lower straps is only suitable for the transmission of tensile forces.

It is known from EP-A1-0 374 019 to lay a bridge from only a single bridge section over a narrow obstacle, the foldable roadway sections resting on the associated ends of the base body, or a bridge consisting of two bridge sections over one to lay wider obstacle. In the second case, the foldable roadway sections are raised or swung up and supported by the supports against the base body.

From EP-A2-0 391 149, a relocatable bridge is also known, the bridge sections of which are equipped with pivotable roadway sections, on the free end of which are designed as ramps or ramp plates. From this document it is also known to provide foldable carriageway sections at each end of a bridge section and, if necessary, to provide a fixed carriageway section in the middle.

The present invention has for its object to improve the bridge sections of a bridge of the type mentioned in such a way that the supports for the foldable lane sections and the associated foldable lane sections are quickly and safely brought into their intended position when laying a bridge without great effort can be.

This object is achieved according to the invention in that the support is articulated about a transverse axis on the base body Has guide profile and is engaged via the guide profile with a guide element at the free end of the pivotable lane section.

According to the solution according to the invention, the three main components of a bridge section - the bridge base body, the at least one foldable roadway section and the associated support - are constantly connected to one another. The guide profile on the support and the guide element on the assigned roadway section always provide a clear kinematic assignment of the movable parts, which greatly facilitates automatic laying of the bridge sections.

Advantageous developments of the invention are described in the subclaims. So the guide profile - seen from the side - begins at the free end of the support and ends in front of the transverse or swivel axis of the support. With this arrangement of the guide profile, there is always a "positive" effective lever arm about the transverse axis if the pivotable road section is to be taken along by the support.

In order to establish a clear kinematic connection between the support and the foldable roadway section, the guide profile is designed as a guide groove and the guide element as a bolt engaging in the groove. In an advantageous development, the guide element can also be designed as a guide roller. The interaction of the guide groove and bolt or guide roller also reliably prevents the foldable roadway section from being lifted off unintentionally.

In order to be able to use the support universally, it is preferably designed as a ramp wedge, the Guide profile is arranged above the driving surface or top of the ramp wedge.

For a favorable entrainment of the foldable roadway sections through the support, the guide profile - seen in the flat state of the support and viewed from its free end in the direction of the transverse axis - has a course which increases on average, it being advantageous if the guide profile first has one has a short, steep course and then a course with a lower gradient. It is also advantageous if the guide profile has a section with a flat course at its end facing the transverse axis.

In order to be able to lay the individual bridge sections as easily as possible and, if necessary, couple them with one another, the base body has a lower chord region and is provided for this with a locking device which can be actuated via a coupling mechanism. The locking device is preferably designed as a pin coupling. According to a further advantageous embodiment, the clutch mechanism can be actuated from the outside.

Since the bridge sections are coupled to one another only with the support and the carriageway section raised, provision is further made for the support to be connected via a mechanical connection to the coupling mechanism for the locking device in such a way that the support is pivoted upward in the unlocked state of the locking device. A hook coupling is provided for coupling the bridge sections for the foldable road sections.

For safe support of the bridge, it is advantageous if the ends of the bridge are as far as possible from the bank. Around to achieve this, it is provided according to an advantageous development of the invention to make the supports lockable in their position as ramp wedges in their flat position with respect to the bridge base body. In a special embodiment, this can be brought about in that the supports have lateral bores which - with the supports in a flat position - lie in the range of movement of the bolts of the locking device of the lower chords.

Fig. 1

einen Brückenabschnitt in der Form einer Kurzbrücke in der Seitenansicht,

Fig. 2

eine aus zwei Brückenabschnitten zusammengesetzte verlegbare Brücke in der Seitenansicht,

Fig. 3

ein Ende des Brückenabschnitts gemäß Fig. 1 in einer auszugsweisen vergrößerten Darstellung,

Fig. 4

das Ende des Brückenabschnitts in der zum Kuppeln mit einem anderen Brückenabschnitt geeigneten Position in der Seitenansicht,

Fig. 5

einen Brückenabschnitt in einem Querschnitt längs der Linie V-V Fig. 3,

Fig. 6

das Ende eines Brückenabschnitts gemäß Fig. 3 in einer teilweise geschnittenen Draufsicht,

Fig. 7

das Ende des Brückenabschnitts in einem Querschnitt längs der Linie VII-VII Fig. 6,

Fig. 8

die Untergurtkupplung an einem Ende eines Brückenabschnitts in einer teilweise geschnittenen Seitenansicht,

Fig. 9

die Untergurtkupplung in einer teilweise geschnitten Draufsicht,

Fig. 10

die Kupplung der bewegbaren Fahrbahn-Abschnitte vor dem Kuppeln in einer Seitenansicht und

Fig. 11

die Kupplung der klappbaren Fahrbahn-Abschnitte im gekuppelten Zustand in einer Draufsicht.

The invention is outlined in the drawing and is explained in more detail below. Show it

Fig. 1

a bridge section in the form of a short bridge in the side view,

Fig. 2

a side view of a layable bridge composed of two bridge sections,

Fig. 3

1 shows an end of the bridge section according to FIG. 1 in an enlarged illustration,

Fig. 4

the end of the bridge section in the position suitable for coupling with another bridge section in the side view,

Fig. 5

a bridge section in a cross section along the line VV Fig. 3,

Fig. 6

3 in a partially sectioned top view,

Fig. 7

the end of the bridge section in a cross section along the line VII-VII Fig. 6,

Fig. 8

the lower chord coupling at one end of a bridge section in a partially sectioned side view,

Fig. 9

the lower chord coupling in a partially sectioned top view,

Fig. 10

the coupling of the movable road sections before coupling in a side view and

Fig. 11

the coupling of the foldable road sections in the coupled state in a plan view.

The bridge section A shown in FIG. 1 in the design of a short bridge has a base body 1 with a lower flange 2 and wall elements 3 aligned perpendicularly to the latter tapering contour in the shape of a wedge or ramp. On the edge 4 of the wall elements 3, which runs parallel to the lower flange 2, there is a fixed roadway section 5. In the transition between the parallel part and the wedge-shaped part of the wall elements 3, a horizontal transverse axis 6, 6 'is provided, around which a foldable road section 7 or 7' can be pivoted. In the transport state and when using the bridge section A as a short bridge, the roadway plates 7, 7 'rest on the wedge-shaped upper edge 8, 8' of the wall elements 3.

For coupling two bridge sections at A1, A2 (Fig. 2) 2 coupling or locking points 9 are provided at the ends of the lower chords. The bridge sections A, A1, A2 have two lateral lane elements 10, which - seen in plan view - through in a known manner alternately as tabs 11 and given by two cheeks 12 receptacles 13 for the tabs 11 are formed (Fig. 5 and 9). Both the tabs 11 and the cheeks 12 are provided with bores 14 and 15, respectively, which are provided for penetrating bolts 16, which couple or lock the lower chords 2 of two bridge sections A (A1, A2) when at least one is formed enable two bridge sections existing bridge (see. Fig. 2).

At a distance f from the coupling point 9 (holes 14 and 15) to the central region of the base body 2, shafts 17 are mounted in the horizontal crosswise direction in the lower flange 2, each of which is firmly connected to a corresponding pivotable ramp wedge 18. The length of the ramp wedges 18 - seen perpendicular to the axis of the shaft 17 - is greater than the distance f. In the exemplary embodiment described, the passable length of the ramp wedges 18 is approximately 3.5 f.

At a distance f from the shaft 17, bores 19 are arranged in the side walls of the ramp wedges, into which the bolts 16 penetrate when the ramp wedges are flat and can lock them relative to the base body 1.

On the upper side or driving surface of the ramp wedge 18 there are guide profiles 20 on each of their sides, which are provided with a guide groove 21 into which guide bolts 22 arranged at the free end of the movable track sections 7 and 7 'engage. Of course, the bolts 22 can also be provided with a guide roller (not shown separately), which in turn engages in the guide groove 21. The guide groove 21 has one to the driving surface of the ramp wedges 18 substantially parallel shape. If one considers a ramp wedge 18 in its flat position according to FIG. 3, the guide groove at the beginning of the wedge initially has a short, steep section 21.1, then a long section with a smaller slope and - in the area above the coupling point 9 - a short, flat section 21.3.

If the ramp wedge 18 is pivoted up, it moves the pin 22 and thus the movable section 7 or 7 'upwards. The steepest position of the ramp wedge 18 is determined by the end of the guide groove 21 (end section 21.1) and the length of the road section 7. The steepest position of the ramp wedge 18 corresponds to the uppermost position of the roadway section 7 or 7 ′, which runs essentially parallel to the lower flange 2 (cf. FIG. 4). In this position, the end section 21.1 has only an extremely slight slope, so that the carriageway section 7 can be supported well even under high loads.

Conversely, if the carriageway section 7 or 7 'is pivoted upward from your lowest position lying on the lower flange 2, the ramp wedge 18 is pivoted upward via the guide groove 21 by the guide pin 22.

In the position of ramp wedge 18 and roadway section 7 shown in FIG. 4, bridge sections A are coupled together to form a bridge. The bridge B2 shown in FIG. 2 consists of the two bridge sections A1 and A2.

For coupling the bridge parts together, the foldable roadway sections 7, 7 'have an upper belt coupling 23, which is constructed as follows: a roadway section, e.g. 7 ', the one bridge section A1 is equipped with bolts 24 with an inclined sliding surface 25. The assigned roadway section 7 of the other bridge section A2 has a T-shaped hook 27 which is pivotably mounted about a horizontal axis 26. The hook 27 is pressed by a tension spring 28 against a stop 29 and held elastically in its basic position suitable for coupling.

The T-shaped head part 30 of the hook 27 has a concave inner surface 31 corresponding to the shape of the bolt 24 and a lower sliding surface 32 corresponding to the sliding surface 25 of the bolt 24. Due to its concave design, the inner surface 31 has a depth g as seen in the longitudinal direction of the hook 27 or the roadway section 7.

The bolts 16 for the coupling point 9 of the lower chords are in the end part of the base body 1, which is formed by the cheeks 12 of the lower chord, in engagement with a guide link 33. The guide link is - seen from the side - U-shaped, the The plane of symmetry of the U-shape runs in the longitudinal direction of the lower chords 2 and the clear width between the upper and lower legs of the link 33 essentially corresponds to the diameter of the bolts 16. Both legs - seen in plan view - have corresponding V-shaped control grooves 34 into which pins 35 arranged at the top and bottom of the bolts 16 engage.

The guide link 33 is pressed against the end of the base body or its lower flange 2 by a compression spring 36 supported on the lower flange 2 of the base body 1 which position (cf. FIG. 9) the points of the control groove 34 which are in engagement with the pins 35 are at a large distance from one another. In this position, the bolts 16, controlled by the pins 35, are in their outer position suitable for coupling. The link 33 can be pulled against the force of the spring 36 by a tension element 37 in the direction of the center of the lower flange 2 or of the bridge body 1. In this position of the link 33, the points of the control grooves 34 which are in engagement with the pin 35 are at a short distance from one another. In this position of the backdrop 33, the bolts 16 are accordingly in their innermost, non-coupling position.

The tension element 37 is attached at a point on the circumference of a driving or clutch disc 38 in the form of a circular sector. The clutch disc 38 is fastened on a clutch shaft 39, which can be actuated from the outside by a laying device, which is only indicated with the part 40, via a crank 39 ′ fastened to the clutch shaft 39. Part 40 may e.g. be a coupling cross member.

A further clutch or drive plate 41 is fastened on the clutch shaft 39 and is kinematically connected via a tension element 42 to a clutch or drive plate 43 fastened on the shaft 17. The tension element 42 is with the imaginary connecting line or plane of the shafts 17 and 39 "crosswise", ie when the coupling shaft 39 rotates in the sense that the bolts 16 pass into the non-coupling position, the ramp wedges 18 are over the Tension element 42, the drive plate 43 and the shaft 17 pivoted up, at least to the extent that the tips of the ramp wedge 18 lie above the shaft 17, so that a further erection of the ramp wedges when the Bridge elements A1, A2 is possible. When the bridge sections A1, A2 move together with the bridge sections 7 and 7 'in the upper position, the hook 27 slides with its sliding surface 32 over the corresponding sliding surface 25 of the bolt 24 into the coupling position and is held in the coupling position by the tension spring 28.

To decouple the upper chord coupling 23, the lower chord coupling (bolt 16) is released first, then the two road sections 7, 7 'are approximated by moving the bridge sections A1, A2 at least by the dimension g to such an extent that the head part 30 of the hook 27 is lifted of the base body 1 of the right bridge section A2 can be lifted over the bolt 25. Then the two bridge sections can be moved apart.

Finally, the coupling of two bridge sections together is described once again: The bridge sections are moved together with lowered carriageway sections 7, 7 'and a correspondingly flat ramp wedge 18 at the same height until the tips of the ramp wedges 18 touch. The bolts 16 of the lower chord couplings are in the locking state. With the help of the coupling cross member 40, the crank 39 'of the coupling shaft 39 and thus the clutch discs 38 and 41 are rotated in the sense that on the one hand the guide link 33 is retracted and thus the bolts 16 are pulled into their position which releases the receptacles 13 between the cheeks 12 and on the other hand at the same time the ramp wedges 18 are raised to above the height of the shaft 17. The bridge sections A1, A2 are pressed against each other until the ramp wedges 18 have completely erected and the carriageway sections 7, 7 'abut against one another in their highest position. The spring-loaded hook 27 of one section 7 automatically snaps behind the bolt 24 of the other Section 7 '. By lowering the coupling cross member 40, the crank 39 'is released and the bolts 16 are pressed into their locking position by the compression spring 36. This locks both the upper and lower flange of the bridge sections.

To uncouple the bridge sections, the lower flange coupling is first released with the bolts 16. By lifting the part of the bridge section A2 located away from the hook 27, the adjacent bridge sections 7, 7 'are moved together by the dimension g. By lifting the end of the bridge section A2 with the hook 27, the upper belt coupling is also released and the bridge sections A1, A2 can be separated from one another. By lowering the crank 39 ', the bolts 16 are returned to their locking position and the road sections 7, 7' and the ramp wedges 18 are transferred from the "road position" to the "ramp position" in a controlled manner.

In a modification of the uncoupling process described, the hook 27 of the upper belt coupling can also be used individually, e.g. can be actuated by a Bowden cable 45 supported at 44 on the associated carriageway section 7, as a result of which lifting of the entire bridge section is avoided. The other end of the Bowden cable can preferably be supported on the lower chord region 2 of the bridge section and its inner element can be actuated by the coupling shaft 39 in the manner described for the tension element 37.

Claims (17)

Layable bridge, which consists of at least one bridge section (A; A1, A2), which has the following parts: - a base body (1) which decreases in height at least towards one end, - At least one lane section (7, 7 ') which is pivotable about a horizontal transverse axis (6, 6') which is arranged at a distance from the end of the base body (1), namely between that on the associated end of the base body (1) lying on top and a position lifted away from it, - and a support (18) movably connected to the free end of the pivotable roadway section (7, 7 ') or to the associated end of the base body (1), characterized,
that the support (18) is articulated about a transverse axis (shaft 17) on the base body (1), has a guide profile (20) and, via the guide profile, has a guide element (22) at the free end of the pivotable roadway section (7, 7 ' ) is engaged. Bridge according to claim 1, characterized in that the guide profile (20) - seen from the side - begins at the free end of the support (18) and ends in front of the transverse axis (shaft 17) of the support (18). Bridge according to claims 1 or 2, characterized in that the guide profile (20) is designed as a guide groove (21). Bridge according to claim 3, characterized in that the guide element (22) is designed as a pin which engages in the guide groove (21). Bridge according to one of claims 1 to 4, characterized in that the guide element (22) is designed as a guide roller. Bridge according to one of the preceding claims, characterized in that the support (18) is designed as a ramp wedge. Bridge according to claim 6, characterized in that the guide profile (20; 21) is arranged above the driving surface of the ramp wedge (18). Bridge according to one of the preceding claims, characterized in that the guide profile (20; 21) - seen in the flat state of the support (18) and viewed from its free end in the direction of the transverse axis (shaft 17) - has an average increasing profile . Bridge according to claim 8, characterized in that the guide profile (20; 21) first has a short, steep course (21.1) and then a course (21.2) with a slight increase. Bridge according to claim 8 or 9, characterized in that the guide profile (20; 21) has at its end facing the transverse axis (shaft 17) a section (21.3) with a flat course. Bridge according to one of the preceding claims, characterized in that the base body (1) has a lower chord area (lower chord 2) and is provided for this with a locking device (bolt 16) which can be actuated via a coupling mechanism (33 to 39). Bridge according to claim 11, characterized in that the locking device is designed as a pin coupling (16). Bridge according to claim 11, characterized in that the coupling mechanism (33 to 39) can be actuated from the outside via an actuating member (crank 39 '). Bridge according to one of the preceding claims, characterized in that the support (18) is connected via a mechanical connection (39, 41 to 43) to the coupling mechanism (33 to 39) for the locking device (16) in such a way that the support (18 ) is pivoted upwards in the unlocked state of the locking device (bolt 16). Bridge according to one of the preceding claims, characterized in that the foldable roadway sections (7, 7 ') have a hook coupling (27, 24). Bridge according to one of claims 6 to 15, characterized in that the supports (18) can be locked in their flat position in relation to the bridge base body (1). Bridge according to claim 17, characterized in that the supports (18) have lateral bores (19) which in the flat position of the support (18) Movement range of the bolts (16) of the locking device are.

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