EP2594450B1 - Moitié de passerelle entre deux véhicules d'un véhicule sur rail reliés entre eux de manière articulée - Google Patents

Moitié de passerelle entre deux véhicules d'un véhicule sur rail reliés entre eux de manière articulée Download PDF

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Publication number
EP2594450B1
EP2594450B1 EP20110009189 EP11009189A EP2594450B1 EP 2594450 B1 EP2594450 B1 EP 2594450B1 EP 20110009189 EP20110009189 EP 20110009189 EP 11009189 A EP11009189 A EP 11009189A EP 2594450 B1 EP2594450 B1 EP 2594450B1
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EP
European Patent Office
Prior art keywords
gangway
plate
bridge
half according
portal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP20110009189
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German (de)
English (en)
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EP2594450A1 (fr
Inventor
André Goebels
Hans-Werner Reitz
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Huebner GmbH and Co KG
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Huebner GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Huebner GmbH and Co KG filed Critical Huebner GmbH and Co KG
Priority to ES11009189.9T priority Critical patent/ES2525828T3/es
Priority to EP20110009189 priority patent/EP2594450B1/fr
Priority to RU2011151429/11A priority patent/RU2506184C2/ru
Priority to UAA201115025A priority patent/UA104468C2/uk
Publication of EP2594450A1 publication Critical patent/EP2594450A1/fr
Application granted granted Critical
Publication of EP2594450B1 publication Critical patent/EP2594450B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor

Definitions

  • the invention relates to a transition half between two articulated vehicles of a rail vehicle, wherein the transition half has a transition bridge, wherein the transition bridge has a support plate connected to the vehicle, wherein the support plate on its upper side a tread plate and on its underside has a guide plate, wherein the Tread plate is movably received by the support plate.
  • JP 2006 240 349 A is a transition between two vehicles with a transition bridge known.
  • a centering of a bridge plate between two support plates is provided, wherein the support plates are arranged on the articulated coupled vehicles.
  • rack and pinion gears are provided in a first embodiment, which are designed in the manner of Drillantrieben.
  • Such a drive comprises two racks, between which a pinion is arranged, wherein the two racks are each attached at one end to the one support plate.
  • a further embodiment of such centering comprises, according to this Japanese document, two mutually parallel scissor racks, which are likewise arranged below the bridge plate, and which are each connected at the end to the carrier plate.
  • 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 comprises a transitional bridge and a protective device surrounding the bridge like a tunnel.
  • 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.
  • transitions 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 Protective devices abut each other under pressure.
  • z. B the so-called bead transitions.
  • Such bead junctions 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 area by a rubber bead extending transversely thereto, so that a protective device closed on three sides is formed. Boden doctor 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.
  • rubber beads are provided as spring elements, the rubber beads extending along the legs of the U-shaped sliding plate frame.
  • the Gleitplattenrahmen two transition halves under pressure abut each other, so are biased to ensure that, if possible in all occurring movements in the region of the coupling plane no gap is formed.
  • 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. However, this also means that the bridges, and in particular the tread plates, protrude considerably beyond the free end faces of the transition halves, ie, have a high degree of overlap in the overlapped state in order to reliably prevent a gap formation between the tread plates of the bridges.
  • transition half with a frontally arranged Gleitplattenrahmen with a transition half of Russian origin
  • the front side has a U-shaped bead assembly.
  • the sliding plate transition half is elastically more resilient 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 Gleitplattenübergangshtag has a greater extent in the longitudinal direction of the vehicle, as the bead transition half.
  • a transition bridge describes in this context, the DD 213 174 B1 ; such a transition bridge comprises a fork-like design bridge plate, into which a tread plate protrudes, which is pivotally attached end to the car body of the vehicle.
  • the tread plate also shows on both sides in each case a so-called sliding plate, which is articulated mounted on the tread plate, wherein the two sliding plates end are connected by a spring with each other. Through the two sliding plates, the bridge plate is resiliently held in the direction of the opposite vehicle.
  • a problem in the prior art is 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 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.
  • the tread plate and the associated guide plate are also held transversely to the longitudinal axis of the vehicle movable by the support plate.
  • 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.
  • 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.
  • 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.
  • the transition bridge is variable in displacement of the tread plate in the longitudinal direction of the vehicle in length, d. h., 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 moved in the longitudinal direction of the vehicle.
  • 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.
  • 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 vehicle's own space at impact with an obstacle both in the longitudinal direction and in the transverse direction.
  • the transition bridge against the force of a spring element is variable in its length.
  • the spring element is designed as a leaf spring, wherein the leaf spring is arcuate.
  • gas springs it is also conceivable the use of gas springs.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • two superposed consoles are provided to hold the bridge at different heights as described below.
  • 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 Russian railways vehicles are often coupled together by automatic clutches, these clutches having a much greater height than the manually operable clutch. It is not possible to couple two vehicles with each other, in which the one vehicle is an automatic one 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.
  • 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.
  • 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.
  • each locking member has a displaceable locking bar, wherein the recesses can be closed by the locking bar.
  • the upper console in a bracket pocket swung out, d. h., By pivoting in the position of use transferable, is stored.
  • 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.
  • 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.
  • 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.
  • some vehicles are subjected to a significant lateral misalignment in 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.
  • 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.
  • a corner element is arranged on the inside in the transition from the vertical sliding plate to the horizontal sliding plate. From this it is clear that even on the inside of the Gleitplattenrahmens the bead of the transition half of the adjacent vehicle also not in the area behind the Gleitplattenrahmen arrives.
  • 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.
  • the corner element extends rearwardly into the transition over the thickness of the bead.
  • 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.
  • the sliding plate transition half according to Fig. 1 is denoted overall by 1. Under the sliding plate transition half are the buffers 16.
  • the sliding plate transition half has a sliding plate frame 2, which is composed of two vertical sliding plates 3 and arranged in the ceiling region of the transition horizontally extending sliding plate 4.
  • the Gleitplattenübergangshnote 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 a also 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, in a transition comprising two sliding plate transition halves, the two Gleitplattenrahmen 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.
  • the sliding plate frame 2 laterally protruding on the vertical sliding plates each having an extender 5, which ensures that in the event that a Gleitplattenübergangshtag 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, in which position the so-called "Berner space" is formed in order to make the vehicle coupling accessible to the staff.
  • FIGS. 6 to 8 For the training of the bridge is first on the FIGS. 6 to 8 directed.
  • the Fig. 6 here represents a top view from above of the bridge 30, wherein the tread plate is denoted by 31, the guide plate with 32nd and the support plate, which serves to secure the bridge to the portal 20, with 36.
  • the tread plate and the guide plate have to form a pocket 43 for the support plate za at a distance from each other.
  • the support plate has at its end on both sides in each case a pivot axis 38, which serves for receiving 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.
  • 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.
  • the leaf spring is articulated by a tab 42.
  • the support plate has at its end a nose 44, against which the leaf spring 40, the guide plate is pressed by 11. The nose 44 forms a stop so far.
  • the bridge 30 has, as has already been stated, on both sides of an axis 38.
  • a 50 designated locking member On the portal 20 is arranged on both sides of the bridge 30, a 50 designated locking member.
  • the locking member 50 has, as it is this particular 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.
  • 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.
  • 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.
  • a pivotable bridge plate 70 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.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Steering Controls (AREA)
  • Mechanical Operated Clutches (AREA)
  • Vibration Prevention Devices (AREA)
  • Bridges Or Land Bridges (AREA)

Claims (22)

  1. Semi-passerelle de liaison entre deux voitures (12) couplées entre elles et articulées, d'un véhicule sur rails, dans laquelle la semi-passerelle comporte un pont de passage (30), dans laquelle le pont de passage (30) comporte une plateforme portante (36) qui est en liaison avec la voiture (12), dans laquelle la plateforme portante (36) comporte, sur sa face supérieure un plateau de marche (31) et sur sa face inférieure une plaque de guidage (32), dans laquelle le plateau de marche (31) est porté de façon mobile par la plateforme portante (36),
    caractérisée en ce que,
    pour supporter le plateau de marche (31) mobile dans la direction longitudinale et transversale par rapport à l'axe longitudinal du véhicule au moyen de la plateforme portante (36), la plateforme portante (36) comporte un évidement (37) s'étendant dans la direction longitudinale du véhicule, dans laquelle un élément de guidage (39) est logé dans ledit évidement (37) avec du jeu dans les directions longitudinale et transversale, dans laquelle l'élément de guidage (39) est porté par le plateau de marche (31) et la plaque de guidage (32).
  2. Semi-passerelle de liaison selon la revendication 1,
    caractérisée en ce que,
    le pont de passage (30) peut varier en longueur lors d'un déplacement de la plaque de marche (31) selon la direction longitudinale du véhicule.
  3. Semi-passerelle de liaison selon les revendications 1 ou 2,
    caractérisée en ce que,
    la plaque de marche (31) peut être déplacée par rapport à sa position contre la force d'un élément ressort.
  4. Semi-passerelle de liaison selon l'une des revendications précédentes,
    caractérisée en ce que,
    la plateforme portante (36) et la plaque de guidage (32) sont liées entre elles avec la formation d'une poche (43) pour la plateforme portante (36).
  5. Semi-passerelle de liaison selon l'une des revendications précédentes,
    caractérisée en ce que,
    la semi-passerelle de liaison comporte un portail (20), dans lequel la plateforme portante (36) est fixée à ce portail (20).
  6. Semi-passerelle de liaison selon l'une des revendications précédentes,
    caractérisée en ce que,
    la plaque de guidage (32) est soumise à la contrainte d'un élément ressort, en particulier un ressort à lame (40).
  7. Semi-passerelle de liaison selon l'une des revendications précédentes,
    caractérisée en ce que,
    l'évidement (37) a une configuration elliptique.
  8. Semi-passerelle de liaison selon l'une des revendications précédentes,
    caractérisée en ce que,
    l'organe de guidage est constitué d'un rouleau (39).
  9. Semi-passerelle de liaison selon l'une des revendications précédentes,
    caractérisée en ce que,
    le pont de passage (30) est disposé verticalement et pivotant dans la semi-passerelle de liaison.
  10. Semi-passerelle de liaison selon l'une des revendications 5 à 9,
    caractérisée en ce que,
    le pont de passage (30) est maintenu dans le portail (20) du passage par au moins une console (60, 65) dans une position sensiblement horizontale.
  11. Semi-passerelle de liaison selon l'une des revendications 5 à 10,
    caractérisée en ce que,
    le pont de passage (30) peut être fixé au portail (20) de façon variable en hauteur par rapport au portail (20).
  12. Semi-passerelle de liaison selon l'une des revendications 5 à 11,
    caractérisée en ce que,
    le portail (20) comporte des deux côtés du pont de passage, un organe d'arrêt (50) pour recevoir le pont de passage (30) dans au moins deux positions distinctes sur sa hauteur.
  13. Semi-passerelle de liaison selon l'une des revendications précédentes,
    caractérisée en ce que,
    la plateforme portante (36) présente sur ses deux côtés un axe de basculement (38), dans laquelle chaque axe de basculement (38) peut être monté sur un organe d'arrêt (50), dans lequel l'organe d'arrêt (50), comporte au moins deux évidements (51) distants l'un par rapport à l'autre, pour réceptionner l'axe de basculement (38).
  14. Semi-passerelle de liaison selon l'une des revendications 12 ou 13,
    caractérisée en ce que,
    la plateforme portante (36) est articulée sur un organe d'articulation (53) sur le portail (20), en particulier sur l'organe d'arrêt (50), dans lequel la longueur de l'organe d'articulation (53) correspond approximativement à la moitié de la distance entre les deux évidements (51) disposés en superposition dans l'organe d'arrêt.
  15. Semi-passerelle de liaison selon l'une des revendications 13 ou 14,
    caractérisée en ce que,
    les évidements (51) peuvent être verrouillés par l'engagement de l'axe de basculement (38).
  16. Semi-passerelle de liaison selon l'une des revendications précédentes,
    caractérisée en ce que,
    la semi-passerelle comporte une installation de protection (10, 20) en forme de tunnel entourant le pont de passage (30), dans laquelle le portail (20) comporte des plaques coulissantes (3, 4) en forme de U, aux extrémités frontales libres pour former le cadre (2) des plaques coulissantes.
  17. Semi-passerelle de liaison selon la revendication 16
    caractérisée en ce que,
    les deux plaques coulissantes verticales (3) au moins sont poussées par des éléments de ressort contre la paroi frontale (15) du véhicule (12).
  18. Semi-passerelle de liaison selon les revendications 16 ou 17
    caractérisée en ce que,
    les plaques coulissantes verticales (3) fixées verticalement au portail, dans la position d'utilisation, comportent respectivement au moins une plaque d'extension (5) protubérante latéralement.
  19. Semi-passerelle de liaison selon l'une des revendications 16 à 18
    caractérisée en ce que,
    un élément d'angle (6) est ménagé sur le côté intérieur du passage entre les plaques coulissantes verticales (3) vers la plaque coulissante horizontale (4).
  20. Semi-passerelle de liaison selon l'une des revendications 18 ou 19
    caractérisée en ce que,
    la plaque d'extension (5) s'étend de façon planaire par rapport à la plaque coulissante (3).
  21. Semi-passerelle de liaison selon l'une des revendications 19 ou 20
    caractérisée en ce que,
    l'élément d'angle (6) est disposé dans deux directions spatiales obliques dans le passage vers les plaques coulissantes, de telle manière que les éléments d'angle forment respectivement une rampe pour compenser le bourrelet d'un passage voisin sur la plaque coulissante (3, 4).
  22. Semi-passerelle de liaison selon l'une des revendications 12 à 21
    caractérisée en ce que,
    dans le secteur de l'organe d'arrêt (50), deux consoles (60, 65) sont disposées de façon superposées sur le portail (20), dans laquelle la console supérieure (65) est conformée de façon pivotante pour permettre un pivotement du pont de passage sur la console inférieure (60).
EP20110009189 2011-11-19 2011-11-19 Moitié de passerelle entre deux véhicules d'un véhicule sur rail reliés entre eux de manière articulée Not-in-force EP2594450B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
ES11009189.9T ES2525828T3 (es) 2011-11-19 2011-11-19 Mitad de pasarela entre dos vehículos de un vehículo sobre rieles acoplados entre ellos de modo articulado
EP20110009189 EP2594450B1 (fr) 2011-11-19 2011-11-19 Moitié de passerelle entre deux véhicules d'un véhicule sur rail reliés entre eux de manière articulée
RU2011151429/11A RU2506184C2 (ru) 2011-11-19 2011-12-16 Переходная полумуфта между двумя единицами рельсового подвижного состава, соединенными друг с другом шарнирами
UAA201115025A UA104468C2 (uk) 2011-11-19 2011-12-19 Половина переходу між двома шарнірно зчленованими одиницями рейкового транспортного засобу

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20110009189 EP2594450B1 (fr) 2011-11-19 2011-11-19 Moitié de passerelle entre deux véhicules d'un véhicule sur rail reliés entre eux de manière articulée

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CN103318205B (zh) * 2013-06-29 2016-01-20 南车南京浦镇车辆有限公司 轨道客车多功能渡板
RU198555U1 (ru) * 2020-03-27 2020-07-15 Общество с ограниченной ответственностью "ХЮБНЕР ООО" Адаптер для соединения баллонного перехода с герметизированным переходом

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DE1249311B (fr) * 1963-11-12
DD213174A1 (de) * 1982-12-31 1984-09-05 Schienenfahrzeugbau Veb K Uebergangsbruecke, vorzugsweise fuer freizuegig einsetzbare reisezugwagen
FR2571010B1 (fr) * 1984-10-02 1988-03-11 Regie Autonome Transports Dispositif d'intercirculation entre deux modules de rame ferroviaire
JPS6212579U (fr) * 1985-06-19 1987-01-26
WO1990009915A1 (fr) 1989-02-27 1990-09-07 Sig Schweizerische Industrie-Gesellschaft Passerelle pour elements de raccordement resistant aux ondes de pression et compatibles avec les normes uic
DE441069T1 (de) * 1990-02-05 1992-10-15 Caoutchouc Manufacture Et Plastiques S.A., Versailles Elastischer boden fuer den uebergang von schwerlastfahrzeugen zwischen eisenbahntransportwagen oder strassentransportfahrzeugen.
DE59203855D1 (de) * 1992-08-08 1995-11-02 Huebner Gummi & Kunststoff Gliederbrücke eines trennbaren Übergangs zwischen gelenkig miteinander gekuppelten Fahrzeugen.
JP4356895B2 (ja) * 2005-03-01 2009-11-04 近畿車輌株式会社 鉄道車両の渡り板装置
AT9330U1 (de) * 2006-05-11 2007-08-15 Ultimate Transp Equipment Gmbh Fahrzeugübergang
RU2386558C2 (ru) 2008-07-01 2010-04-20 ХЮБНЕР ГмбХ Фронтальный переход со скользящими плитами между двумя единицами подвижного состава передвигающегося по рельсам транспортного средства

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RU2011151429A (ru) 2013-07-10
UA104468C2 (uk) 2014-02-10
RU2506184C2 (ru) 2014-02-10
EP2594450A1 (fr) 2013-05-22
ES2525828T3 (es) 2014-12-30

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