EP3141661B1 - Bridge - Google Patents

Description

The invention relates to a bridge according to the preamble of patent claim 1.

Both military and civilian bridges are used to cross rivers, ditches and gullies. Especially in conflict and crisis areas, where often only very bad or no bridges are available, for example, to cross a river on time transportable bridges is used. Because such bridges usually not transported in one piece to the site because of their dimensions can often be divided into several bridge elements. The individual bridge elements can be better transported and then assembled or assembled at the appropriate site.

For connecting the bridge elements to a connected bridge, the individual bridge elements are successively arranged one behind the other and then connected to one another via connecting elements, so that a longer bridge is formed.

Such bridges are also known from the prior art. For example, relates to DE 940 715 C a collapsible floating bridge, in which a coupling bolt is provided between the joints of the track side members.

The FR 1 534 033 A relates to a hinged bridge with two bridge elements, which are pivotally connected to a connecting element arranged between the bridge elements.

The DE 1 100 067 B relates to a collapsible bridge, in which two successively arranged longitudinal beams are thereby rigidly connected to each other, that the ends of a shock bar are releasably connected to the two longitudinal beams and that are clamped on the shock bars with their open side upwardly adjustable hooks arranged against cross pieces, the are attached to the longitudinal beam ends.

The DE 196 19 140 A1 relates to a detachable bridge which can be arranged on a vehicle and in which the bridge elements are connected to one another via intermediate elements.

The bridge elements generally have a flat lane, which is arranged in the central region of each bridge element. At this central area border on both sides end areas, which are usually both provided with ramps. These usually wedge-shaped ramps are used to facilitate the up and down on or from the bridge, which is particularly advantageous for wheeled vehicles.

For connection of such bridge elements, it is known to swing the facing ramps on a mechanism so high in two juxtaposed bridge elements that the passable tops of Auffahrschrägen continuous and straight adjacent to each other. To connect then, for example, hammerhead-shaped connecting elements, which are integrated in the tops of the swung-ramps and engage in correspondingly configured recesses of the adjacent raised drive ramp, whereby the ramps and thus the two lanes of the central areas are connected to each other throughout.

The bridge elements therefore have in both end areas a comparatively complicated mechanism for pivoting up and interconnecting the ramps. This complex mechanism not only leads to high costs, but also to a certain susceptibility to errors, especially if parts of the mechanism are dirty or corroded. In such cases, it may even happen that the ramps can not or only very difficult to swing, so that the connection of the bridge elements difficult or even impossible.

The invention therefore has the task of specifying a bridge of the type mentioned, which is constructive and less error-prone Way allows a connection of bridge elements with a continuous lane.

To solve the problem, a bridge is proposed which has the features defined in claim 1.

According to the invention, the connecting element has a transit area for the continuous connection of the traffic lane and connecting means arranged below the transit area for connection to two end areas.

By such a connecting element two adjacent bridge elements are connected such that there is a continuous roadway. For this purpose, the drive-over region of the connecting element can have a part of the roadway and approach the central areas of the bridge elements, so that, for example, a vehicle can drive directly onto the transit area of the connecting element from the lanes of the bridge elements. Due to the continuous connection, the ramps of the bridge elements are covered according to the invention by the connecting element and in particular by the transition region. This overlap makes it possible that the bridge elements do not require an error-prone mechanism for pivoting up the ramps, but the ramps can be designed as rigid elements. By means of the connecting means arranged below the transit area, two end areas of the bridge elements and in particular two corresponding ramps can be connected to one another in a structurally simple and secure manner, so that a stable bridge of at least two bridge elements and a connecting element arranged therebetween is created.

With regard to the structural design or to the cross-section of the connecting elements, it has proven to be advantageous if the drive-over region and the connecting means essentially form a trapezoid or a triangle. Under cross-section is to be understood in this context, the longitudinal cross-section through the connecting element. An arrangement of the drive-over area and connecting means in the form of a trapezoid or a triangle ensures that the wedge-shaped ramps of the bridge elements can be covered. The connecting means have different distances to the transition region, wherein the distances are dimensioned such that the said geometric cross-sectional shape results. The pass-over area can be the longest side of the trapezoid or triangle and at the same time the highest area of the connecting element. The connecting means may form the legs of the trapezoid or the triangle, wherein the legs may adjoin the drive-over area at an acute angle. The angles between the legs and the transition area can be adapted to the bridge elements such that these angles substantially coincide with the pitch angle of the adjacent ramp of the bridge element, so that results in a straight roadway.

With regard to the configuration of the shape of the trapezoid or the triangle, it is advantageous if they are designed isosceles. The isosceles shape ensures that each bridge element can be connected to the connecting element in the same way, so that the bridge elements can be configured symmetrically and can have the same loading ramps on both sides. It results in an advantageous manner from the isosceles embodiment also that the cross-over area and the lanes are continuous and especially straight connected to each other, so that a uniform bridge crossing is possible without impurities.

With regard to the connection of the bridge elements with the connecting elements, it has proven to be advantageous if a first group of at least two connecting means is designed as a receptacle for receiving movable coupling elements. The receptacles can serve to cooperate with the coupling elements arranged on the bridge element, so that the connecting element can be coupled to a bridge element as a result of this interaction. The receptacles can be arranged centrally with respect to the longitudinal cross section of the connecting elements and in the lower region of the connecting elements. The connecting element may in particular have four receptacles, which may be arranged in pairs on each leg. The receptacles may be configured as bores, depressions or recesses in order to cooperate with a coupling element. The paired receptacles may be located coaxially opposite each other in the direction perpendicular to the longitudinal cross-section. The coupling elements can be arranged in an open position within the contour of the bridge element and in a coupling position at least partially outside the contour of the bridge element. The coupling elements can be designed as connecting bolts, which can each be arranged concentrically to one of the receptacles of the connecting element. By transferring the coupling elements from the open position into the coupling position, they can engage in the receptacles of the connecting elements and connect the corresponding bridge element positively with the connecting element.

With regard to the connection between the connecting element and the bridge element, it has proven to be advantageous if a second group of at least two connecting means is designed as suspensions for hanging in fixed coupling elements arranged on the bridge elements. By the suspensions, the connecting element may be connected to the bridge element and in particular to the upper flange of the bridge element. It is possible that the connecting element at each end has a hook for connection to a respective bridge element. Furthermore, it is also possible that the connecting element has at each end a plurality, in particular two suspensions. The suspensions can be configured as semicircle profiles open at the bottom, which can grip over the laterally projecting coupling elements. Due to the semicircular configuration, the connecting element can be fixed in the vertical direction with respect to the bridge elements. In particular, the connecting element can have four hooks, which can each be arranged laterally on the four upper corner regions of the connecting elements. The fixed coupling elements can protrude laterally beyond the contour of the bridge elements. So that the coupling elements have the lowest possible bending moment, the suspensions can be arranged as close as possible to the transition region of the connecting element.

Furthermore, it has proven to be advantageous if the transit area is supported by a central support down. Via the central support, forces which act on the connecting element can be introduced into the bridge elements and in particular into the ramps. In particular, when heavy vehicles cross the bridge or the connecting element, the central support can ensure that the forces occurring in particular compressive forces can be derived via the bridge elements. The central support can be connected in the upper area with the underside of the drive-over area. In the lower area, the central support can be connected to the receptacles, so that forces can be introduced into the coupling elements and thus into the bridge elements via the receptacles. The central support can essentially be between the drive-over area and the recordings extend. The central support can be designed plate-shaped, so that it can be connected over the entire width of the drive-over area, whereby the power flow is improved. The central support can be arranged centrally in relation to the longitudinal cross section of the connecting element, so that regardless of the direction of travel pressure forces can be introduced into the bridge elements.

Furthermore, it has proven to be advantageous if the drive-over area for supporting against the bridge element has at least one intermediate support, which is arranged laterally of the central support. The term "lateral" in this context means that the intermediate support is arranged in the longitudinal cross-section laterally of the central support. By the intermediate support, the connecting element can be supported on the bridge elements and in particular on the ramps of the bridge elements. The intermediate support may have at the lower end a plate which may be angled such that it rests over its entire surface on the inclined ramps of the bridge elements. By this plate pressure forces can be introduced as large as possible in the bridge elements. The intermediate support may be designed plate-like analogous to the central support, so that it can be connected over the entire width of the overrun area, whereby the power flow is improved. The connecting element may have two intermediate supports, which may be arranged on opposite sides of the central support and in particular may have the same distance to this.

In terms of design, it has proven to be advantageous if the connecting element has side covers for covering the area between the drive-over area and the bridge element. The side covers may cover the corresponding area such that neither Dust, dirt and other impurities can pass between the connecting element and the bridge element, so that in particular the central support, the intermediate support and the ramp are protected. The side covers may extend laterally of the connecting element in the longitudinal cross-sectional direction and be parallel to each other. They can be connected to the central support and to the intermediate support, whereby the stability of the connecting element and also the power transmission to the bridge elements is improved. The side covers may have means to connect them to the bridge members, in particular to releasably connect them. To further increase the stability struts may further be provided, which connect the two opposite side covers together and extend perpendicular to the longitudinal cross-sectional direction.

With respect to the side covers, it has proven to be advantageous if these have downwardly projecting tabs for the lateral connection of the connecting element with the bridge element. The tabs may for example have holes for receiving screws or bolts, which can then engage in corresponding receptacles in the bridge element in order to connect the tabs or the connecting elements with the bridge element. The tabs can be adapted to the contour of the bridge elements, so that there is a very homogeneous side wall.

Furthermore, it has been found to be advantageous if the connecting element has stiffening elements for stiffening and for absorbing forces. The stiffening elements may be formed as pressure strips and be arranged in the upper region of the connecting elements, so that they can absorb pressure forces, for example, when crossing the bridge. The Pressure strips can be arranged laterally of the transit area and designed as vertical extensions of the side covers.

With regard to the bridge, it has proved to be advantageous if the number of bridge elements is one greater than the number of connecting elements. At each end of the bridge, a bridge element may be arranged and between these bridge elements each connecting elements and bridge elements may be arranged alternately. If the bridge does not have sufficient length, even more bridge elements can be added via further connecting elements, so that thereby the length of the bridge can be increased with the least possible effort. It has proven to be advantageous if the bridge has an odd number of bridge elements and connecting elements in total.

Furthermore, it has proven to be advantageous in terms of design, if the suspensions and the receptacles of the connecting element protrude at least partially beyond the contour of the bridge elements. By this arrangement, the roadway of the bridge can be as wide as possible and extend over the entire surface over the entire width of the bridge elements.

Further advantages and details of a connecting element according to the invention and a corresponding bridge will be explained below with reference to drawings of an embodiment.

Fig.1

eine Seitenansicht eines Verlegefahrzeugs mit darauf angeordneten Brückenelementen,

Fig.2

eine Frontansicht des Verlegefahrzeugs gemäß Fig. 1,

Fig. 3a - 3h

Verlegevorgang einer Brücke mit zwei Brückenelementen und einem Verbindungselement in einer Seitenansicht,

Fig. 4a - 4h

Verlegevorgang einer Brücke mit drei Brückenelementen und zwei Verbindungselementen in einer Seitenansicht,

Fig. 5

eine perspektivische, halbdurchsichtige Ansicht eines Brückenelements mit einem Verbindungselement,

Fig. 6a

eine perspektivische Ansicht eines Verbindungselements,

Fig. 6b

eine weitere perspektive Ansicht eines Verbindungselements gemäß Fig. 6a,

Fig. 7a

eine Schnittansicht durch das Brückenelement auf die Kuppelvorrichtung,

Fig. 7b

eine perspektivische, halbdurchsichtige Ansicht auf die Kuppelvorrichtung

Fig. 7c

eine Detailansicht auf eine Seite der Kuppelvorrichtung

Fig. 8a - 8b

Frontansichten auf die Betätigungselemente und die Antriebseinheit in zwei verschiedenen Stellungen.

In the drawings shows:

Fig.1

a side view of a laying vehicle with bridge elements arranged thereon,

Fig.2

a front view of the laying vehicle according to Fig. 1 .

Fig. 3a - 3h

Laying process of a bridge with two bridge elements and a connecting element in a side view,

Fig. 4a - 4h

Laying process of a bridge with three bridge elements and two connecting elements in a side view,

Fig. 5

a perspective, semi-transparent view of a bridge element with a connecting element,

Fig. 6a

a perspective view of a connecting element,

Fig. 6b

another perspective view of a connector according to Fig. 6a .

Fig. 7a

a sectional view through the bridge element on the coupling device,

Fig. 7b

a perspective, semi-transparent view of the coupling device

Fig. 7c

a detailed view of one side of the coupling device

Fig. 8a - 8b

Front views of the actuators and the drive unit in two different positions.

Especially in the military field, it often happens that, for example, rivers with heavy armored vehicles must be crossed. On site, however, there are often no corresponding bridges available, so that they must first be spent there. In order to be able to transport even longer bridges 20 to such a site, they are divided into a plurality of bridge elements 9, which are then transported to appropriate installation vehicles 26 to the place of use. At the site, the bridge elements 9 are connected either directly or indirectly via connecting elements 12 releasably to each other, whereby a continuous bridge 20 of greater length is formed.

In the Fig. 1 and 2 a corresponding laying vehicle 26 is shown. In the example shown here, two bridge elements 9 arranged one above the other and one connecting element 12 arranged underneath and configured as an intermediate element are arranged on the laying vehicle 26. For connecting the bridge elements 9 with the connecting element 12, the laying vehicle 26 also has a drive unit 27 and a laying arm 28 for laying the bridge 20.

The laying process is in the Fig. 3a to 3h shown, in which example the bridge elements 9 are connected to each other via a connecting element 12.

In Fig. 3a is a laying vehicle 26 in the transport position according to Fig. 1 and 2 shown. In the Fig. 3b to 3d is shown how the two bridge elements 9 moved and finally into a connection position, the in Fig. 3e is shown, are brought in, in which the two facing each other End regions 23 abut each other. In a next step, the bridge elements 9 are connected via the drive device 27 respectively with the connecting element 12, which is lowered from above into the space between the bridge elements 9, as shown in the Fig. 3f can be seen. For connecting the bridge elements 9 to the connecting element 12, a plurality of means 1.1, 1.2, 15.1, 15.2, 18 described in greater detail below are provided, via which the elements 9, 12 are finally connected to a load-bearing bridge 20. In Fig. 3g and 3h the actual laying process of the bridge 20 is shown, in which the bridge 20 is laid over a river, not shown. The laying vehicle has for this purpose a laying arm 28, with which the bridge 20 can be advanced over the river to the opposite bank.

In the Fig. 4a to 4h a laying process is shown in which three bridge elements 9 are connected to each other via two connecting elements 12, so that with such a three-module bridge 20, a wider flux than with in the Fig. 3a to 3i can be crossed over shown two-module bridge 20. Since the laying vehicles 26 shown here can only carry two bridge elements 9, two laying vehicles 26 are required correspondingly for the three-module bridge 20 described here. In this example, both laying vehicles 26 each carry two bridge elements 9, which is why according to the illustrations in FIGS Fig. 4a to 4d the first laying vehicle 26 first deposits a bridge element 9 and then moves to the bank of the river to be crossed. Like this in the 4e to 4l can be seen, then approaches a second laying vehicle 26, which carries two bridge elements 9, the first laying vehicle 26. The second laying vehicle 26 connects, as already with respect to the Fig. 3a to 3i described, the two bridge elements 9 by means of a drive unit 27 with a connecting element 12, so that the second laying vehicle 26 carries a two-module bridge. In a next Step approaches the laying vehicle 26 as shown in FIG Fig. 4g to 4i This then connects the corresponding third bridge element 9 via the connection element 12 arranged on the first laying vehicle 26 with the two-module bridge 20 arranged on the second laying vehicle to form a three-module bridge 20. Analogously to the illustrations in FIGS Fig. 3j to 3l Then the three-module bridge 20 is advanced by means of the laying arm 28 on the river to be crossed and stored when one end of the bridge 20 has reached the opposite shore.

In the following, the bridge elements 9 and the connecting element 12 will now be described first, before then on the in Fig. 7 illustrated coupling device 7 for connection of the two elements 9, 12 is received.

As in the front view of the Fig. 2 or the Fig. 8 can be seen, the bridge elements 9 are designed as two separate track carrier 9.1, 9.2, so that each bridge element 9 consists of a right and a left track carrier 9.1, 9.2. The track carriers 9.1, 9.2 have a profiled profile with an upper flange 31 and a lower flange 30, wherein the upper flange 31 has on its upper side a passable roadway region 21. The lower flange 30 forms the lower region of the bridge element 9 and can absorb the very considerable tensile forces which occur when crossing the bridge element 9 or the bridge 20 with a heavy military vehicle.

In the Fig. 5 For example, a bridge element 9 with a connected connecting element 12 is shown in a perspective, semi-transparent view. The bridge element 9 is divided in the direction of travel Ü in three areas, namely two end portions 23 and a central region 22 arranged therebetween, as in the illustrations of Fig. 3 and 4 you can see. The central region 22 has on the upper side of the lane 21 and the end regions 23 each have a relation to the lane 21 inclined extending ramp 13, which extends from the upper flange 31 of the bridge member 9 to the lower flange 30 and a driving up and down of a vehicle the bridge 20 or on the corresponding bridge element 9 facilitates.

This results in the connection of several bridge elements 9 a continuous roadway, the connecting elements 12 must cover the ramps 13 accordingly and compensate. For this purpose, the connecting elements 12 have a continuous and straight drive-over area 10, which adjoins the lanes 21 of the adjacent bridge elements 9 and connects them to one another such that a closed and continuous roadway 21.1 results.

To connect the bridge elements 9 with the connecting element 12, both elements 9, 12 corresponding means 1.1, 1,2, 15.1, 15.2, 18, via which they can be connected to each other. In order to cover the ramps 13 and to form a continuous roadway 21.1, the corresponding connecting means 15.1, 15.2 of the connecting element 12 are arranged at such a distance from the drive-over area 10 that they form an isosceles trapezium together with the pass-over area 10. This is best in the illustrations of Fig. 6a and 6b to recognize.

In the upper area, the bridge element 9 has fixed coupling elements 18, which in the example shown here are designed as cylindrical bolts. These bolts project on one side of the bridge elements 9 at the respective ends of the end regions 23 facing the central regions 22. The connecting element 12 has for connection corresponding suspensions 15.2, which are each designed as a downwardly open semicircular profile and can reach over the fixed coupling elements 18. As a result of this connection, the bridge element 9 and the connecting element 12 can no longer move relative to one another in the horizontal direction.

In the middle region of the ramp 13, the transition region 10 of the connecting element 12 is supported relative to the bridge element 9. For this purpose, the connecting element 12 in this area has an intermediate support 16 arranged below the transit area 10, which is supported on the loading ramp 13, so that a part of the compressive force acting on the connecting element 12 can be introduced into the bridge element 9 via this intermediate support 16. This intermediate support 16 is best in the illustration of Fig. 6b to recognize. In the lower region, the intermediate support 16 for introducing force has a plate-shaped region, which is angled in such a way that it rests on the sloping loading ramp 13 as completely as possible. In the upper region of the intermediate support 16, this is firmly connected to the underside of the drive-over area 10. For stability reasons, the vertical portion of the intermediate support 16 is plate-shaped, so that the compressive force to be transmitted over the entire width of the ramp 13 can be distributed. In addition, the intermediate support 16 at the edge regions with in the Fig. 6a and 6b shown side covers 17 which cover the area between the drive-over area 10 and bridge element 9.

The side covers 17 have tabs 19 extending between the side covers 17 and the bridge member 9. To connect the tabs 19 with the bridge element 9, this has corresponding recesses, so that the tabs 19 to increase the stability of screws be laterally connected to the bridge element 9 and then partially transmitted via this connection forces on the bridge element 9.

Both the bridge elements 9 and the connecting elements 12 have laterally of the lane 21 and laterally of the drive-over area 10 as pressure bars 32 formed on stiffening elements. These pressure strips 32 lead to improved stability of the bridge 20 and can absorb pressure forces that occur, for example, when crossing the bridge with a heavy vehicle in the upper flange 31.

In the lower region of the bridge element 9, this is connected via a further connecting means 15.1 with the connecting element 12. The connecting element 12 has for this purpose a receptacle 15.1, which is designed as a cylindrical bore. This receptacle 15.1 is part of the sides of the connecting element 12 and along the direction of travel Ü arranged fitting pieces 24 which are formed as plates and in the in Fig. 7 shown recesses 8.1, 8.2 of the bridge element 9 fit. The fitting pieces 24 are connected via a central support 14 with the underside of the drive-over area 10 and also support this against the bridge element 9 from.

To connect the fitting pieces 24 with the bridge element 9, a coupling device 7 is arranged in the lower region of the bridge element 9, to which in particular with reference to the illustration in the following Fig. 7a to Fig. 7c will be received.

The essential components of the coupling device 7 are a coupling element 1.1, 1.2 which can be moved along a coupling direction K and an actuating element 2.1, 2.2 which can be actuated along an actuating direction B. By actuation of the actuating element 2.1, 2.2, the coupling element 1.1, 1.2 of one in Fig. 7 Open position shown transferred to a coupling position. In the coupling position, the coupling element 1.1, 1.2 protrudes into the respective recess 8.1, 8.2 and thus beyond the contour of the bridge element 9, so that this then in the in Fig. 6a and Fig. 6b shown receptacle 15.1 of the connecting element 12 can engage to connect the elements 9, 12 positively with each other. In the case of a direct connection of two bridge elements 9, it is also possible that the coupling device 7 of a bridge element 9 engages in a receptacle of another bridge element 9 and this thereby in particular positively connects with each other.

As shown in the illustrations of the Fig. 7a to 7c can be seen, the actuators 2.1, 2.2 are linearly along the direction of actuation B movable and arranged on opposite sides 11.1, 11.2 in the region of the lower chord 30 of the bridge element 9. The actuators 2.1, 2.2 are coupled via a linkage coupling with two likewise linearly movable coupling elements 1.1, 1.2.

Thus, both coupling elements 1.1, 1.2 can be actuated with each two actuators 2.1, 2.2, both the corresponding elements of a page 11.1, 11.2 and the opposite side 11.1, 11.2 are interconnected.

To connect an actuating element 2.1, 2.2 with a coupling element 1.1, 1.2 of the same side is a rocker 4.1, 4.2 arranged between them. The rocker 4.1, 4.2 is pivotally connected at one end to an actuating element 2.1, 2.2 and at the opposite end pivotally connected to a coupling element 1.1, 1.2. In the middle of the rocker 4.1, 4.2 is mounted on a pivot bearing 25 rotatably mounted on the bridge element 9.

By an actuation of the actuating element 2.1, 2.2 in the form of a linear movement, this movement is transmitted to the rocker 4.1, 4.2, which leads to a rotation of the rocker 4.1, 4.2 about their respective pivot bearing 25. At the opposite end of the rocker 4.1, 4.2, this rotational movement acts on the coupling element 1.1, 1.2 and causes it to move linearly and opposite to the direction of actuation B. As shown in Fig. 7c For example, the left operating element 2.1 is moved to the right to actuate the coupling element 1.1, which leads to a rotation of the rocker 4.1 and to a left-directed linear movement of the coupling element 1.1 from the open position to the coupling position.

So that there is no jamming or tilting during the transmission of the movements, the rockers 4.1, 4.2 each have a length compensation in the form of a slot 3, which likewise in the detail view of FIG Fig. 7c you can see. Each rocker 4.1, 4.2 is connected via a respective connecting pin 5 with the coupling elements 1.1, 1.2 and the actuators 2.1, 2.2, wherein the connecting pin 5 is guided in the corresponding slots 3. Due to the linear movement of the actuating elements 2.1, 2.2 and the coupling elements 1.1, 1.2 and the rotational movement of the rockers 4.1, 4.2, it happens that the connecting pins 5 in the slots 3 can slide up and down and a linear movement in a rotary motion or a Rotary motion can be converted into a linear motion.

The actuators 2.1, 2.2 are connected via diagonal connectors 6.1, 6.2 with the respective opposite coupling elements 1.1, 1.2, wherein the respective compounds are designed to be pivotable. The linear movement of the elements 1.1, 1.2, 2.1, 2.2 can accordingly be transmitted via the diagonal connectors 6.1, 6.2 in a linear movement of the elements of the opposite side 11.1, 11.2, so that these movements are rectified. As shown in the top view of the Fig. 7a can be seen, the diagonal connectors 6.1, 6.2 are also connected via the respective connecting pins 5 with the actuators 2.1, 2.2 and 1.1 with the coupling elements, 1.2.

By coupling both actuators 2.1, 2.2 with two coupling elements 1.1, 1.2 and the movements of the two actuators 2.1, 2.2 are coupled together. This leads to the fact that even the actuation of only one actuating element 2.1, 2.2, the corresponding other actuator 2.1, 2.2 moves in an analogous manner. This is particularly advantageous when an actuator has 2.1, 2.2 wedged or is no longer movable due to contamination, so that it can be solved by the other actuator 2.1, 2.2 again.

Furthermore, it is possible by this coupling, that when the coupling elements 1.1, 1.2 are in the coupling position, they are transferred from the outside by a force acting parallel to the coupling direction K force again in the open position.

The method for connecting two bridge elements 9 will now be described below.

First, the bridge elements 9 to be connected are brought into position such that the two mutually facing end regions 23 abut one another at the end face. Thereafter, the connecting element 12 is lowered from above into the intermediate space formed by the ramps 13. The suspensions 15.2 engage from above over the fixed coupling elements 18 of the bridge elements 9. The fitting pieces 24 slide from above into the lateral recesses 8.1, 8.2 of the bridge elements 9, so that the recordings 15.1 concentrically in front of the coupling elements 1.1, 1.2 lie when the connecting element 12 has been lowered. The tabs 19 engage in the recesses of the bridge elements 9 and ensure that the bridge elements 9 and the connecting element 12 can no longer be moved relative to one another and transversely to the direction of travel Ü.

When the connecting element 12 is completely lowered, this is connected via the coupling elements 1.1, 1.2 in a next step with the adjacent bridge elements 9. In order to transfer the coupling elements 1.1, 1.2 in their coupling position, the actuators 2.1, 2.2 are actuated by means of a between the track carriers 9.1, 9.2 arranged drive unit 27, as shown in the Fig. 8a and 8b can be seen. The drive unit 27 has for this purpose a plurality of laterally extendable drive pin 29, which can exert a directed in the direction of actuation B force on the actuators 2.1, 2.2. By this operation, the coupling elements 1.1, 1.2 transferred to the coupling position, in which they engage in the receptacles 15.2 of the connecting elements 12 and connect the bridge elements 9 with these form-fitting manner. To solve the connection, for example, when the bridge 20 is to be dismantled again, the drive device 27 can also act on the coupling elements 29 on the coupling elements 1.1, 1.2 and push them back into their open position.

Reference number :

1.1

coupling element

1.2

coupling element

2.1

actuator

2.2

actuator

3

Long hole

4.1

seesaw

4.2

seesaw

5

connecting pin

6.1

Diagonal connector

6.2

Diagonal connector

7

coupling device

8.1

recess

8.2

recess

9

bridge element

9.1

track carrier

9.2

track carrier

10

About driving range

11.1

page

11.2

page

12

connecting element

13

ramps

14

Central support

15.1

admission

15.2

hanging system

16

intermediate support

17

side cover

18

fixed coupling element

19

tabs

20

bridge

21

lane

22

the central region

23

end

24

spud

25

pivot bearing

26

laying vehicle

27

drive unit

28

laying arm

29

drive pin

30

lower chord

31

upper chord

32

pressure bars

B

operating direction

K

coupling direction

Ü

Overtravel direction

Claims (10)

1. Bridge having at least two bridge elements (9), which have a central region (22) with a driving track (21) and which have at least one end region (23) provided with access ramps (13), and at least one connecting element (12) for connecting the bridge elements (9),
   characterized
   in that the connecting element (12) has a drive-over region (10) for continuously connecting the driving track and, arranged below the drive-over region (10), connecting means (15.1, 15.2) for connection to two end regions (23), and the drive-over region (10) covers the access ramps (13) as a result of the continuous connection.
2. Bridge according to Claim 1, characterized in that the drive-over region (10) and the connecting means (15.1, 15.2) substantially form a trapezium or triangle.
3. Bridge according to Claim 2, characterized in that the trapezium or triangle is of isosceles form.
4. Bridge according to one of the preceding claims, characterized in that a first group of at least two connecting means (15.1, 15.2) are formed as receptacles (15.1) for receiving movable coupling elements (1.1, 1.2).
5. Bridge according to one of the preceding claims, characterized in that a second group of at least two connecting means (15.1, 15.2) are formed as suspensions (15.2) for suspending in fixed coupling elements (18) arranged on the bridge elements (9).
6. Bridge according to one of the preceding claims, characterized in that the drive-over region (10) is supported downwardly via a central support (14).
7. Bridge according to one of the preceding claims, characterized in that, for support with respect to the bridge element (9), the drive-over region (10) has at least one intermediate support (16) which is arranged laterally of the central support (14).
8. Bridge according to one of the preceding claims, characterized by side coverings (17) for covering the region between the drive-over region (10) and the bridge element (9).
9. Bridge according to Claim 8, characterized in that the side coverings (17) have downwardly projecting lugs (18) for laterally connecting the connecting element (12) to the bridge element (9).
10. Bridge according to one of Claims 5 to 9, characterized in that the suspensions (15.2) and the receptacles (15.1) of the connecting element (12) project at least partially beyond the contour of the bridge elements (9).

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