EP2594450A1 - Intersection half between two loose jointed vehicles of a rail car - Google Patents

Abstract

The transition halfway has a gangway (30) having a support plate (36). A step plate (31) is arranged at upper side of the support plate, and a guide plate (32) is arranged at underside of the support plate. The step plate is arranged relative to the central longitudinal axis of the vehicle in the longitudinal direction, and is slidably received by the support plate in the transverse direction.

Description

The invention relates to a transition half between two articulated vehicles of a rail vehicle.

In vehicles of a rail vehicle to be coupled, each vehicle has a transition half on each side. The two transition halves of the two vehicles form a transition in the coupled state of two vehicles. A transition includes a Transition bridge and a tunnel-like protective device surrounding the bridge. The protective device itself may in this case be a bellows consisting of two halves, the two bellows halves being connected to one another via coupling frames between the two vehicles. Such a construction is z. B. known from high-speed trains.

In addition, in contrast to the known transitions described above, in which the bellows halves are actively coupled together, such transitions are known in which the protective devices are not actively connected to each other, but only the end faces of the protective devices abut each other under pressure. In this context, z. B. the so-called bead transitions. Such bead transitions comprise two rubber beads which are arranged in the vertical direction at the end face in the region of the passage opening and which are connected in the roof region by a rubber bead extending transversely thereto, so that a protective device closed on three sides is formed. Bodenseitig a transition bridge is provided. Such a transition is known from the UIC Code 561 Part 1.

The UIC code 561 sheet 5 describes a so-called printer-driven transition, wherein a transition half comprises a arranged in the passage at the front of the vehicle tunnel-like bellows, wherein the bellows at its free end side a U-shaped portal and arranged thereon a U-shaped Sliding plate frame has. In order to ensure that the sliding plate frame of a transition half bears against the sliding plate frame of the other transition half under pressure, rubber beads are provided as spring elements, the rubber beads extending along the legs of the U-shaped sliding plate frame. That is, the rubber beads are formed similarly to the bead junction described above, the Gleitplattenrahmen two transition halves bear against each other under pressure, so are biased to ensure that, if possible in all occurring movements in the region of the coupling plane no gap is formed.

Such Gleitplattenübergang is incidentally also the subject of RU 2 386 558 A 1 ,

So far, only transitional halves of vehicles can be coupled with each other, which are designed according to the UIC Code. This means that bead transitions and sliding plate frame transitions are definitely coupled with each other, as long as they are UIC compatible.

However, Russian transitions are now known in which the transition bridge is higher than in the aforementioned UIC transitions. The reason for this is that the vehicles are coupled together via automatic couplings. These clutches build much higher than the manually operated clutches. However, UIC-compatible transitions can not be coupled with such Russian transitions.

It has already been pointed out that a transition or transition half not only consists of a protective device, but also has a bridge in order to enable persons to transfer from one vehicle to the neighboring vehicle. Each transition half here has such a bridge. The bridges of two transition halves are here at approximately the same level. To achieve a gap-free transition, the bridges overlap each other. But this also means that the bridges and here in particular the tread plates, on the free ends of the

Transition halves not inconsiderable survive, ie, have a high degree of overlap in the overlapped state, to avoid cracking between the tread plates of the bridges safely. Because while driving such articulated vehicles connected to different driving movements occur as there are roll, pitch and rotation of the vehicles about the vertical axis and offset movements in the direction transverse to the longitudinal axis of the vehicle. During such movements, it happens that the foot plates of the bridges strike the front side and / or laterally on the coupled vehicle, with the result that the foot plates of the bridges or the bridge itself must be able to dodge to damage on the one hand to avoid the bridge and on the other hand on the vehicle. The tread plates of the bridges, and thus also the bridges, not only abut each other in the longitudinal direction, but they also push laterally at the transition during appropriate driving movements. Of particular relevance is the problem described above when different transition halves to be coupled together, for example, a transition half with a frontally arranged Gleitplattenrahmen with a transition half of Russian origin, the front side has a U-shaped bead assembly. If the sliding plate transition half is elastically more flexible than the bead transition half, then there is a risk that the foot plate of the bridge of the sliding plate transition half abuts against the front side of the adjacent vehicle or laterally on parts of the transition, especially since the Gleitplattenübergangshälfte has a greater extension in the longitudinal direction of the vehicle, as the bead transition half. In this context is already out of the EP 0 413 789 B1 known to store the bridge in a bag, wherein in the pocket, a spring means is provided which allows displacement of the bridge in the pocket against the force of the spring means. To accommodate the bags, the vehicles have the front side, however formed according to the size of the pockets recesses, which means that the front sides of the vehicles must be designed to accommodate these bridge pockets accordingly. That is, the interface between transition and vehicle is the front wall of the vehicle. It is always advantageous if the front wall of the vehicle does not have to be designed in a special way in order to be able to grow transitions, and in particular transitions of different transition manufacturers to a vehicle type. The same applies in the reverse manner also for the manufacturer of the transitions. In this respect, it is always endeavored in the area of such an interface by the vehicle manufacturer to form the end wall of the vehicle in such a way that, in principle, all transition manufacturers can serve to arrange the transition without any changes.

In addition, it is problematic in the prior art that the bridge is probably movable in the longitudinal direction, but not in the transverse direction with respect to the central longitudinal axis of the vehicle. This always involves the risk that the protective device and in particular the bellows in the side area is damaged when appropriate travel movements occur.

The object underlying the invention is therefore to provide a bridge structure, which is characterized in that on the one hand, the front of the vehicle for the arrangement of the bridge must not be designed in a special way, and that the bridge no damage to the occurrence of any movement Vehicle or at the transition causes.

The object is achieved according to the invention by the features of claim 1.

From this it is clear that the tread plate relative to the central longitudinal axis of the vehicle in the longitudinal and transverse direction is slidably received by the support plate of the bridge. That is, the tread plate as the plate, which possibly projects beyond the front side of the transition, is able to avoid in two spatial directions, namely on the one hand in the direction of the central longitudinal axis of the vehicle and the other transverse thereto. Due to the possibility of dodging transversely to the central longitudinal axis, there is no longer the risk that the bellows, or a possible portal arranged on the bellows, will be damaged as part of the protective device during the corresponding travel movements through the tread plate.

According to a special feature is provided in this context that the transition bridge in displacement of the tread plate in the longitudinal direction of the vehicle is variable in length, ie, that the bridge is telescopically formed in itself, so that a possibly required change in the length of the bridge can be applied to a certain extent by the bridge itself before the bridge is displaced in the longitudinal direction of the vehicle. In particular, it is provided that the tread plate is changed in position against the force of a spring element, wherein the telescoping of the bridge takes place in total by a displacement of the tread plate relative to the support plate against the aforementioned force of the spring element. That is, in the present case in the displacement of the tread plate relative to the support plate is a two-stage movement, in which the tread plate leads to a shortening of the transition bridge by the aforementioned telescoping in a first stage, and that the tread plate beyond the Possibility to avoid in the own vehicle space when struck against an obstacle and that both in the longitudinal direction and in the transverse direction.

Advantageous features and embodiments of the invention will become apparent from the dependent claims.

It has already been stated that the transition bridge against the force of a spring element is variable in its length. In this context, in a particularly advantageous embodiment, the spring element is designed as a leaf spring, wherein the leaf spring is arcuate. However, it is also conceivable the use of gas springs.

Specifically, a telescoping transition bridge has a fixed, d. H. not slidably connected to the vehicle support plate, wherein the support plate in use of the bridge on its upper side a tread plate and on its underside has a guide plate, wherein the tread plate and the guide plate are joined together to form a pocket for the support plate. From this it is clear that the tread plate and the guide plate are displaceable relative to the support plate in the longitudinal direction of the vehicle, in particular against the force of the spring element designed as a leaf spring. For this purpose, it is provided that the guide plate in the direction of the end wall of the vehicle has a game to allow such movement. The tread plate itself, since it has a horizontal distance to the floor of the vehicle, which is covered by a bridge plate upwards, can be displaced in the direction parallel to the central longitudinal axis of the vehicle.

With regard to the construction of the transition bridge is further provided in detail that the guide plate is under the load of the spring element, in particular the leaf spring, wherein the guide plate is below the support plate, and correspondingly the leaf spring below the tread plate.

According to a further feature of the invention it is provided that the transition half has a portal, which is connected via a bellows with the end wall of the vehicle. The portal forms a substantially U-shaped frame similar to the frame of a door, wherein the arrangement of the portal in the transition half is such that, as stated, this portal between the bellows on the one hand and the Gleitplattenrahmen other hand. The support plate of the transition bridge is articulated in the portal.

According to a particular feature of the invention, the tread plate and the associated guide plate is also held transversely to the longitudinal axis of the vehicle movable by the support plate. This against the following background. It has already been pointed out that the vehicles are subjected to the most varied driving movements; such transitions and here in particular also the bridges must be able to follow a transverse offset of two vehicles relative to one another. It may happen that the bridge of the one vehicle laterally comes into contact with the transition half or the end wall of the other vehicle, as already mentioned. In order to prevent damage in such a case, as already stated provided that the tread and the guide plate are also held transversely to the longitudinal axis of the vehicle movable through the support plate. Also possible are rotational movements of the tread plate. In this context, the support plate has a, in the longitudinal direction of the vehicle extending, in particular elliptical recess, wherein in the recess a guide member protrudes, for example in the form of a roller, wherein the guide member is received by the tread plate and the guide plate. The radial extent of the roller or the guide member in general is substantially less than the extension of the recess in the longitudinal and transverse directions.

By extending in the vehicle longitudinal direction, in particular elliptical recess not only the leadership of the individual bridge members, so the tread plate and the guide plate is ensured relative to the support plate during the change in the length of the bridge, but also a movement of the tread plate transverse to the longitudinal axis of the vehicle when the roller has a much smaller diameter than the ellipse is long and wide, as already explained.

According to a further feature of the invention, the transition bridge is pivoted in the vertical direction in the transition and articulated here in particular in the portal. It has already been pointed out elsewhere that, in addition to automatic clutches for coupling two vehicles together, there are also manually operated clutches. In order to make the coupling accessible to the operating personnel in this respect, the so-called "Berner space" is provided, which arises when, in the present case, the bridge is formed vertically pivotable upward.

According to a further feature, the transition bridge in the portal of the transition to each side by at least one console in an approximately horizontal position, d. H. held in the position of use. From this it is clear that each bridge of a transitional half is held in a corresponding horizontal position. Preferably, two superposed consoles are provided to hold the bridge at different heights as described below.

In this connection, the height of the transition bridge relative to the portal can be fixed variably on the portal. It has already been pointed out that in the Russian railway vehicles are often coupled by automatic couplings with each other, where These couplings have a much greater height than the manually operable coupling. It is not possible to couple together two vehicles in which one vehicle has an automatic clutch and the other vehicle has a manual clutch. For the coupling of such vehicles an exchange of a clutch is required. Nevertheless, the bridges are different in height despite the same clutch. In order to be able to set the two opposing bridges at the same level in a coupling of such vehicles in the transition area, the above-described change in the bridge in height relative to the portal is required. In this context, the portal in detail on both sides of the transition bridge on a locking member for receiving the transition bridge in at least two different in height positions. It has already been pointed out that the bridge for the formation of the Bernese area is vertically pivotable in the portal. Also in this context, the support plate shows in detail on each side in each case a pivot axis, wherein each pivot axis can be accommodated by a locking member, wherein the locking member has at least two spaced superposed recesses for receiving the respective pivot axis. According to a particularly advantageous feature is provided in this context that the support plate is articulated by a hinge member on the portal, in particular on the locking member, wherein the length of the hinge member corresponds approximately to half the distance of the two superimposed recesses for receiving the respective pivot axes. From this it is clear that the joint member causes a positive guidance of the bridge to the effect that the bridge is guided for pivoting in the upper or lower position by the hinge member such that the pivot axes can always run exactly into the corresponding recesses.

In order to ensure the whereabouts of the respective pivot axis in the corresponding recess of the respective locking member, each locking member has a displaceable locking bar, wherein the recesses can be closed by the locking bar.

To hold the bridge in the two different in height positions, as already explained above, provided on each side of the portal two superposed consoles, the upper console in a bracket pocket swung out, d. h., By pivoting in the position of use transferable, is stored.

From this it is clear that the locking member on each side of the transition in conjunction with the superposed brackets ensures that the respective bridge can be kept at different heights relative to the floor of the vehicle.

It has already been pointed out that the transition half has a protective device surrounding the transition bridge in a tunnel-like manner, wherein the protective device has a plurality of sliding plates on the free front side in a U-shaped arrangement to form a sliding plate frame. The protective device comprises in detail a tunnel-like bellows, wherein the bellows joins the portal, wherein the portal at the free end face shows the U-shaped sliding plate frame. In the area of the vertically extending sliding plates, the sliding plate frame is supported by spring elements with respect to the end wall. This means that the sliding plate frame is under a bias that causes the two transitional halves abut each other with pressure in the coupled state of two vehicles, so as to ensure that as far as possible no gaps between the Gleitplattenrahmen can form at all occurring driving movements.

It has already been pointed out elsewhere that the coupling of vehicles with different transition halves should be possible. Thus, vehicles are to be coupled with each other, in which the one vehicle has a front side Gleitplattenrahmen, and the other vehicle, for example, a tunnel-like circumferential bead. It has also been pointed out that vehicles are sometimes subjected to considerable lateral misalignment during operation, as is the case, for example, when such a multi-vehicle train travels over an S-shaped turnout. It may happen here that the transverse offset is such that the vertically extending beads of the bead transition half reach the region of the outer side edges of the vertically extending sliding plates of the sliding plate frame. In this state, although the buffers of the two vehicles are still frontally in contact with each other, however, it may occur in such a position of the two vehicles relative to each other that the beads pass through the vertically extending side edge of the Gleitplattenrahmens, such danger especially if The transverse offset is superimposed on a movement, as occurs when the vehicles also pass through a curve. When returning the vehicles then there is a risk that the bead shears one transition half on the Gleitplattenrahmen the other transition half. In order to prevent this, according to a further feature of the invention, it is provided that the sliding plates, which are arranged vertically on the portal during use, project laterally, each having at least one extender plate. The extender plate advantageously extends into the region of the buffer. The extender plate prevents the bead of the bead transition half of the adjacent vehicle from passing behind the slide plate frame. The same applies in an equivalent way with two sliding plate transitions when extreme driving movements occur.

Corresponding to this, in each case a corner element is arranged on the inside in the transition from the vertical sliding plate to the horizontal sliding plate. It is clear from this that even on the inside of the sliding plate frame, the bead of the transition half of the adjacent vehicle does not reach the area behind the sliding plate frame. The corner element is in this case advantageously triangular in order to influence the clear passage width only to the least extent possible. Unlike the Extenderplatte the corner element is not flat to the sliding plates. Rather, the corner element extends obliquely in the direction of the transition, and is also angled to the central longitudinal axis of the vehicle. At the upper end of the corner element is equal to the sliding plates. Should a bead of an adjacent transition enter into the transition, then the corner element forms a kind of ramp to bring the bead back to the height of the sliding plates. Advantageously, the corner element extends rearwardly into the transition over the thickness of the bead.

According to a further feature of the invention, both the corner element and the extender plate as well as the sliding plates as a sliding surface on a coating, such as PTFE, to reduce wear.

Fig. 1

zeigt in perspektivischer Darstellung eine Gleitplattenübergangshälfte, wobei die Puffer des Fahrzeugs erkennbar sind;

Fig. 2

zeigt den Gleitplattenübergang gemäß Fig. 1 in einer Frontansicht mit sich in Gebrauchsstellung befindlicher Brücke;

Fig. 3

zeigt einen Schnitt gemäß der Linie III-III aus Fig. 2;

Fig. 4

zeigt eine Darstellung gemäß Fig. 2, wobei jedoch zur Bildung des Berner-Raums die Brücke hochgeklappt ist;

Fig. 5

zeigt einen Schnitt gemäß der Linie V-V aus Fig. 4;

Fig. 6

zeigt eine Ansicht von oben auf die Brücke;

Fig. 7

zeigt die Brücke in einer Seitenansicht im Schnitt gemäß der Linie VI-VI aus Fig. 6;

Fig. 8

zeigt eine perspektivische Ansicht von unten auf die Brücke;

Fig. 9

zeigt die Höhenverstellbarkeit der Brücke als Ausschnittsvergrößerung aus Fig. 5;

Fig. 10

zeigt eine Darstellung gemäß Fig. 9, wobei jedoch die Brücke weggelassen ist;

Fig. 11

zeigt eine perspektivische Darstellung von Fig. 10.

With reference to the drawings, the invention will be explained in more detail below by way of example.

Fig. 1

shows in perspective view a Gleitplattenübergangshälfte, the buffers of the vehicle are recognizable;

Fig. 2

shows the sliding plate transition according to Fig. 1 in a front view with in-use position befindlicher bridge;

Fig. 3

shows a section along the line III-III Fig. 2 ;

Fig. 4

shows a representation according to Fig. 2 However, the bridge is folded up to form the Bernese area;

Fig. 5

shows a section along the line VV Fig. 4 ;

Fig. 6

shows a view from above of the bridge;

Fig. 7

shows the bridge in a side view in section along the line VI-VI Fig. 6 ;

Fig. 8

shows a perspective view from below of the bridge;

Fig. 9

shows the height adjustment of the bridge as a detail enlargement Fig. 5 ;

Fig. 10

shows a representation according to Fig. 9 but with the bridge omitted;

Fig. 11

shows a perspective view of Fig. 10 ,

The sliding plate transition half according to Fig. 1 is denoted overall by 1. The sliding plate transition half has a sliding plate frame 2, which consists of two vertical sliding plates 3 and a horizontally extending sliding plate 4 arranged in the ceiling region of the transition composed. The Gleitplattenübergangshälfte 1 also has a U-shaped, ie tunnel-shaped bellows 10 which is fixed to the end wall 15 of the vehicle 12. Between the bellows 10 and the Gleitplattenrahmen 2 is the portal, which is provided with the reference numeral 20. On the back of Gleitplattenrahmens 2. Behind the two vertically extending sliding plates 3 is also a vertically extending rubber bead 7, which provides support on the front wall 15 of the vehicle for the required bias of the bellows 10, which means that, for example, at a transition comprising two sliding plate transition halves the two sliding plate frame 2 abut each other under pressure. It can be provided to make the spring force of the rubber bead over the length of the rubber bead differently, so for example in the lower area to make the rubber bead stiffer than in the upper area to provide in this area for increased bias. For this purpose, it may be provided to form the rubber bead 7 divided, ie to provide a lower portion which is stiffer than the upper portion.

Looking at the FIGS. 2 to 5 It can be seen that the slide plate frame 2 laterally protruding on the vertical sliding plates each having an extender 5, which ensures that in the event that a Gleitplattenübergangshälfte is to be coupled with a transition half, which is formed as a bead transition, the rubber beads of the bead transition not in reach the area behind the sliding plate frame 2. The arrangement of corner elements 6 or corner inserts in the corner region between the vertical sliding plate 3 and the horizontal sliding plate 4 also serves the same purpose Fig. 2 and Fig. 4 differ in that in Fig. 2 the bridge 30 of the sliding plate transition half 1 in the folded position, that is shown in the position of use, whereas in Fig. 4 the bridge is folded up, whereby in this position the so-called "Berner-Raum" is formed to make the vehicle clutch accessible to the staff.

For the training of the bridge is first on the FIGS. 6 to 8 directed. The Fig. 6 in this case represents a top view from above of the bridge 30, wherein the tread plate is denoted by 31, the guide plate with 32 and the support plate, which serves to attach the bridge to the portal 20, with 36. The tread plate and the guide plate have to form a Bag 43 for the support plate at a distance from each other. The support plate has at its end on both sides in each case a pivot axis 37, which serves to receive by a portal disposed on the locking member 50, which in the description of Fig. 9 will be explained in more detail. The support plate 36 also shows centrally, ie extending parallel to the central longitudinal axis of the vehicle, an elliptical recess 37, wherein the tread plate 31 on the one hand and the guide plate 32 on the other hand by an axis 35 (FIGS. Fig. 7 ), which receives a roller 39, wherein the roller 39 is guided in the elliptical recess of the support plate 36. The roller 39 has a substantially smaller diameter than the elliptical recess 37 is wide. This means that the tread plate and the associated guide plate can move not only parallel to the central longitudinal axis relative to the support plate, but also across it. It follows immediately that a deflection of the tread plate is possible both when the tread plate frontally abuts the opposite vehicle, as well as when lateral forces acting on the tread plate. The displacement of the guide plate and thus also the tread plate is carried out against the force of the designated leaf spring 40. The leaf spring is here as in particular from Fig. 8 can be removed attached to a shoulder 41 of the support plate 36. On the guide plate 32, the leaf spring is articulated by a tab 42. The support plate has at its end a nose 44 against which the guide plate is pressed by the leaf spring 40. The nose 44 forms a stop so far.

Looking now at the Fig. 9 , it follows from this in connection with the Figures 10 and 11 the height adjustment of the bridge 30. The bridge 30 has, as has already been stated, on both sides of an axis 38. On the portal 20 is arranged on both sides of the bridge 30, a 50 designated locking member. The locking member 50 has, as this particular in view of Fig. 10 results in two superimposed recesses 51, which serve to receive the axle 38. Via a joint member 53 (FIG. Fig. 9 ) The bridge is also pivotally connected to the locking member 50 and thus also pivotally connected to the portal 20. The hinge member 53 has a length which corresponds to half the distance between the two superimposed recesses 51. Out Fig. 10 results in this context, the axle 53a for the joint member. Visible is also the locking pin 55 which locks the recesses 51 for receiving the axle 38. The locking pin 55 can displaceably lock either the lower recess 51 or the upper recess 51 in two different positions.

To the bridge 30 in a horizontal position, d. H. to hold in the position of use in the two different heights, a lower bracket 60 and an upper, laterally swinging console 65 is provided in the portal, on which the bridge supports. The upper console 65 is in the unused state in a console pocket 66 and can be swung out as needed.

Between the vehicle-facing bridge-side edge and the bottom of the vehicle there is a distance which is bridged by a pivotable bridge plate 70. Due to the pivoting of the bridge plate, the distance can also be bridged when the bridge is in the upper position. It creates the floor of the vehicle but then a step.

LIST OF REFERENCE NUMBERS

1

Gleitplattenübergangshälfte

2

Gleitplattenrahmen

3

vertical sliding plates

4

horizontal sliding plate

5

Extenderplatte

6

Corner

7

rubber bead

10

bellows

12

vehicle

15

bulkhead

16

buffer

20

portal

30

bridge

31

footboard

32

guide plate

35

Axle for roller 39

36

support plate

37

elliptical recess

38

axis

39

role

40

leaf spring

41

paragraph

42

flap

43

bag

44

nose

50

locking member

51

Recess in the locking member

53

joint member

53a

axle mount

55

locking pin

60

lower console

65

upper console

66

Konsoltasche

70

swiveling bridge plate

Claims (23)

Transition half between two articulated vehicles (12) of a rail vehicle, wherein the transition half has a transition bridge (30), wherein the transition bridge (30) connected to the vehicle (12) supporting plate (36), wherein the support plate (36) its upper side a tread plate (31) and on its underside a guide plate (32), wherein the tread plate (31) relative to the central longitudinal axis of the vehicle in the longitudinal and transverse direction is slidably received by the support plate (36). Transition half according to claim 1,
characterized,
that the transition bridge (30) in displacement of the tread plate (31) in the longitudinal direction of the vehicle in its length is variable. Transition half according to claim 1 or 2,
characterized,
that the tread plate (30) is changeable in position against the force of a spring element. Transition half according to one of the preceding claims,
characterized,
in that the support plate (36) and the guide plate (32) are interconnected to form a pocket (43) for the support plate (36). Transition half according to one of the preceding claims,
characterized,
that the transition half has a portal (20), wherein the Support plate (36) on the portal (20) is arranged. Transfer half according to one of claims 2 to 5,
characterized,
that the guide plate (32) under the load of a spring element, in particular a leaf spring (40). Transition half according to one of the preceding claims,
characterized,
in that the tread plate (31) and the associated guide plate (32) are held transversely to the longitudinal axis of the vehicle (12) by the support plate (36). Transition half according to claim 7,
characterized,
in that the support plate (36) has a, in particular elliptical, recess (37) extending in the longitudinal direction of the vehicle, a guide member projecting into the recess with play in the longitudinal and / or transverse direction relative to the vehicle longitudinal axis, wherein the guide member extends from the tread plate ( 31) and the guide plate (32) is received. Transition half according to claim 8,
characterized,
that the guide member is formed as a roller (39). Transition half according to one of the preceding claims,
characterized,
that the transition breaks (30) is arranged vertically pivotable in the transition half. Transfer half according to one of claims 5 to 10,
characterized,
that the transition bridge (30) in the portal (20) of the transition by at least one bracket (60, 65) is held in an approximately horizontal position. Transition half according to one of claims 5 to 11,
characterized,
that the transition bridge (30) in its height relative to the portal (20) changeable on the portal (20) can be fixed. Transition half according to one of claims 5 to 12,
characterized,
that the portal (20) on both sides of the transition bridge a locking member (50) for receiving the transition bridge (30) in at least two different positions in height. Transfer half according to one of claims 4 to 13,
characterized,
in that the support plate (36) has a pivot axis (38) on both sides, each pivot axis (38) being receivable by a locking member (50), the locking member (50) having at least two spaced-apart recesses (51) for receiving the Has pivot axis (38). Transfer half according to one of claims 13 or 14,
characterized,
that the supporting plate (36) by a hinge member (53) is articulated to the portal (20), in particular at the locking member (50), wherein the length of the hinge member (53) to approximately half the distance between the two superposed recesses (51) in the locking member equivalent. Transfer half according to one of claims 14 or 15,
characterized,
that the recesses (51) are locked in a seat forming the pivot axis (38). Transition half according to one of the preceding claims,
characterized,
in that the transition half has a protective device (10, 20) surrounding the transition bridge (30), whereby a portal (20) adjoins the bellows (10), wherein the portal (20) at the free end face to form the sliding plate frame (2 ) Has U-shaped sliding plates (3, 4). Transition half according to claim 17,
characterized,
in that at least the two vertically extending sliding plates (3, 4) are supported by spring elements with respect to the end wall (15) of the vehicle (12). Transfer half according to claim 17 or 18,
characterized,
in that the sliding plates (3), which are arranged vertically on the portal during use, have at least one extension plate (5) projecting laterally. Transition half according to one of claims 17 to 19,
characterized,
that on the inside of the transition from the vertical sliding plate (3) to the horizontal sliding plate (4) a corner element (6) is arranged. Transition half according to one of claims 19 or 20,
characterized,
that the extender plate (5) is flush with the sliding plates (3). Transfer half according to claim 20 or 21,
characterized,
in that the corner element (6) is arranged obliquely aligned in two spatial directions in the transition to the sliding plates, so that the corner elements each form a ramp for discharging the beads of an adjacent transition to the sliding plates (3, 4). Transfer half according to one of claims 11 to 22,
characterized,
in that two brackets (60, 65) are arranged above one another on the portal (20) in the region of the locking member (50), wherein the upper bracket (65) is pivotable in order to enable pivoting of the transition bridge to the lower bracket (60).

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