JPS61125961A - Path device for car with path device section fittable to endsection of car body - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a passage device having two passage device parts and to a passage apparatus part that can be attached to an end of a vehicle body.

Passage systems for passengers to cross between rail vehicles, especially railway vehicles, are known, but are not entirely satisfactory. This is because users of such walkway systems are more or less significantly affected by the weather. Furthermore, as the running speed of the vehicles increases, the trains are exposed to unpleasant shock waves caused by pressure waves generated when the vehicles in the train bend in the cross direction and enter the tunnel.

The object of the invention is to provide a passage device which is connected symmetrically to another passage device part of identical construction, which blocks out external influences of the weather and pressure waves and constitutes a passage device which is practically airtight against these. It is about providing the parts.

A feature of such passage device parts is that they have internal and/or external sealing means to protect the occupants from external influences, in particular pressure waves. It is in.

Therefore, it is advantageous to configure the passage group f so that any of them has a gas-tightness that blocks pressure waves, so-called pressure wave-tight.

This structural hole is the internationally standardized U
It can be incorporated into the IC type end wall.

The passage device part has two chevron frames that slide or roll over each other in a dividing plane, and the chevron frames are connected in a floating or cardanic manner to the two vehicle body ends by means of spring elements. It is advantageous to do so.

By doing so, this passage device can be used as a conventional bulging passage in railway vehicles.
ng) can be used together.

A passageway bridge of a passageway device part of this type can be pushed into the end of the vehicle body in the longitudinal direction of the vehicle, for example in the form of a drawer, and can advantageously be inserted into the so-called Bern chamber in which the connecting element is located, for the purpose of connecting it. You can leave it behind.

According to such a configuration, U I C-Kodexs6
It is possible to construct a passage system with pressure wave density even in a 6In-wave run with a radius of curvature of R=tsom due to 7-2Vε, and also in an S-shaped track section with a large radius of curvature. Furthermore, such a passage device can maintain airtightness against pressure waves even when dynamic rolling occurs.

As the passage device part is an integrated component with the chevron frame,
It is also possible to design it to be airtight against external influences of weather and pressure waves.

Furthermore, the end frame can be configured in such a way that the end frame can be configured in such a way as to allow a friction-free relative lateral movement of two passageway device parts that are connected to form one passageway device. at least one end flange;
Vertically rotatable rollers or at least one sliding.

The invention will now be explained with reference to the illustrated embodiment.

1 to 5 show passage devices 21 of two railway vehicles.
The body ends of two vehicles connected to each other by are schematically illustrated. The passage device 21 is mainly composed of two passage device parts 22, which are symmetrically connected in the illustrated row.

The passage device part 22 has an angle-shaped frame it which is floatingly attached to the body end 20 of the vehicle by means of spring members 3. The suspension of the chevron frame 1 can also be effected in a cardan manner by means of other parts, in other words by means of a ball joint, an original cardan joint with a forked arm or the like.

This chevron-shaped frame 1 is suspended floatingly or in a cardanic manner via a spring element 3 and a sealing diaphragm 2 made in U-shape. Said sealing diaphragm 2 closes off the passage bridge from above and from the sides in a generally 7-F manner and is no longer arranged in the area of the pel/chamber. The spring element 3 and the sealing diaphragm 2 serve to hold the gable frame 1 in a pressure-tight connection. The chevron frame 1, as shown in FIG.
It has centering members 4 which, during a corresponding lateral movement of the gable frames 1 which are mutually interlocking and slide or roll relative to each other, push the gable frames 1 into a normally aligned central position. .

The actual passage section further includes bridge members 6, 7 and 8, and in this case, from the support 111C supported on the joint 12, the corresponding bridge members are as shown in FIG. It can be pivoted upwards and fixed to the vehicle.

The support body 11 is a pivoting part within an angular range of approximately 90' via a hinge joint 12 with respect to the bridge member 8, whereas the bridge member 8 is made in the shape of a drawer and is attached to the end of the vehicle body. It can be pushed into a corresponding recess in the part 20. In this case, the Dan, e2) is schematically shown on the basis of the impact when connecting the two vehicle body ends 20 to each other.
It is contemplated that the spring can be compressed elastically. In this limit state, the distance between the ends of the two vehicle bodies is at a minimum, in which case both chevron frames 1 reach a minimum distance relative to their body ends, and the spring elements 3 are correspondingly compressed in the direction of travel. .

In normal conditions, the two car body ends 20 are centered with respect to each other, for example as shown in FIG. In this limit state, the distance between the two vehicle body ends is at its maximum. Spring member 30 in this limit state
The amount of deformation in the running direction is minimal. In all these critical movement processes, the separating surfaces of the chevron frame 1 are slidable or rollable so as to be able to move laterally relative to each other, as shown, and the spring members) are correspondingly The mutual compressibility ensures a pressure-tight, floating connection between the chevron frame 1 and the body end 20.

In order to ensure that the movement of the bridge member 8 relative to the vehicle body end 20 is ensured, special guides 1) are provided, which are fixed to the vehicle body end 20.

In the usable position of the bridge element 6, 7.8, the free end of the bridge element 6 has a hinge 10 on the end side via a hinge joint 9, as shown in FIG. This allows the bridging member f't to the inside of the passage device 21.
, 7.8 pressure wave density coupling is ensured.

In order to make such a channel device 21 more comfortable to use, each channel device section 22 is provided with a swirler blade 15, which is pivotably mounted in a bearing 16.

These swirl vanes are constantly pressed against the inside of the chevron frame 1 by the force of the spring member 17 (Fig. 3), so that the swirl vanes do not come into longitudinal contact with the chevron frame but slide or roll. Moreover, due to the function of the bearing 16, it is possible to easily follow the lateral movement of the chevron-shaped frames while contacting the chevron-shaped frames. The seal diaphragm 2 also allows the relative movement of the chevron-shaped frame 1 and the vehicle body end 2o to be followed, thus ensuring the desired airtightness against pressure waves between these two parts.

The above-mentioned passage device part 22 is advantageously designed for international high-speed sections, but can also be used for LIIC type and therefore has the following characteristics.

As a connected channel arrangement 21, the channel arrangement section is pressure-tight both in figure-of-six curves with a large radius of curvature and in the event of dynamic roll motions. The passage device part 22 described above is made of Ulcm Kodex s 67-2 V
Although less compatible with existing UIC end-wall structures configured in the E-style, in this case the passage bridge is configured in such a way that the Bern chamber for the connection is open.

Additionally, each passageway device section 22 has a UIC-kod-exs
It is designed to be able to be used in conjunction with the existing gangway system of passenger trains of the 6tVE type, i.e. a vehicle with a conventional bulging gangway can be easily replaced with a vehicle with the above-mentioned gangway system section 22. can be connected (Figure 6).

The spring element 3 cooperates with the sealing diaphragm 2 to ensure tightness against pressure waves in conjunction with the gable frame 1 and the bodywork end 20 and to keep the gable frame 1, preferably made of steel or aluminum, floating. Alternatively, it constitutes a member that suspends or supports the end portion 20 of the vehicle body in a cardan manner, and also positions it.

The passage bridges, which each consist of three bridge parts 6, 7.8, are designed to be pivotable and pushable in the form of flaps. In the operating position, this passage bridge is suspended on the chevron frame 1. In the case of end cars in a train formation, the aisle bridges are moved into a rest position and raised upwards, as shown for example in FIG.

Figure 7 shows one of the two railway vehicles or track running vehicles.
Two body ends 20 connected to one another forming one channel arrangement 21 are shown schematically.

The channel device 21 essentially consists of two channel device parts 22, which in the illustrated embodiment are connected symmetrically to one another.

The passage device part 22 has an angle-shaped frame 1 which is floatingly attached to the body end 20 by means of spring members 3. The suspension of the chevron frame 1 can also be effected in a cardan manner by means of other parts, for example by means of a ball joint, an original cardan joint with a forked fork, or the like.

The chevron-shaped frame 1 is suspended in a floating manner or in a cardan manner via a spring member 3 and a U-shaped sealing diaphragm 2. The sealing diaphragm 2 as a whole closes off the upper side and both sides of the passage bridge in a hood-like manner, but no longer extends into the area of the Bern chamber.

The spring member 3 and the sealing diaphragm 2 hold the chevron frame 1 in an airtight connection against pressure waves.

As for the passage system part 22, a particularly movable part of the passage bridge 34, which can be raised and pivoted in the form of a flap, is shown.

Such a pivotable passageway bridge 34 has a bridge bottom 39, which in lateral bearings 41, 42 via pivot members 48 is connected to a correspondingly constructed chevron-shaped frame 1.
It is rotatably attached to the end face gasket 4)
have.

Due to this configuration of the walkable part of the pivotable passageway bridge 34, the two mutually connected passageway device parts 22 are in a pressure-tight connection to one another also to the bridge base 39 by means of the spring element 3. Retained.

The actual connecting function of the two passage bridges 34 is performed by a bridge telescope arm 45, which is arranged on the underside of each bridge bottom 39.

This bridge telescope arm is its fixed part 46
Now guided in a pivot member 48 arranged centrally in the bridge bottom 39, the image parts 39 and 46 can be moved together as one structural unit (FIG. 8) or independently of each other in the lateral bearings 41, 42. It is pivotable vertically about a horizontal axis.

Furthermore, the telescope arm 45 is supported with its stationary part 46 on a pivoting member 48 and is pivotable in the horizontal direction, independently of the bridge base 39, about a vertical axis $49.

Due to the fact that the two bridge telescope arms 45 are connected by a coupling ring 54 in each case, which can also be configured as an automatic coupling and can optionally also be configured remotely, The walkable portion of the pivotable walkway bridge 34 is 4'J+ capable of carrying loads.

In addition, the two safety strips 35, which are arranged inwardly at the lower end of one chevron frame 1 in each case, ensure that the swiveling channel prizno 34 is secured when the telescopic arm 45 is not yet connected. A downward pivoting is prevented (FIG. 10).

In the coupled state, if the two vehicle body ends 20 move significantly laterally in opposite directions, the pivotable passage bridges 34 move relative to each other along their end seals 43.

In this case, the bridge telescope arms, which are connected to one another, assume a central position and the necessary length changes are effected by means of their movable part 45 (FIG. 12).

In the coupled state, a member 56 located centrally on the bridge bottom 39 and surrounding the stationary part 46 of the bridge telescope arm 45 downwardly provides for the
If there is a height difference between the two body ends 20, the bridge bottom 39 is always carried in the vertical direction, and the bridge bottom is locked due to the friction generated in the bridge grips 758,59. It will not be stopped.

Tightness against external influences, in particular pressure waves, is achieved in the region of the flap-like pivotable passage bridge 34 in the pivoted position shown in FIG.
59, these slots are arranged between the chevron frame 1 and the bridge bottom 39.

Furthermore, in its rear region, the flap-shaped passage bridge 34 is protected against external influences, in particular pressure waves, by a corresponding sealing element 50 against the bodywork end 20.
- It has been written.

The above-described passageway bridge 34 is advantageously combined with the initially mentioned passageway section 22 for international high-speed sections, but can also be used with a UIC-type passageway section and thus has the following features: are doing.

A pivotable passageway bridge 34 connects one passageway device section 22
In combination with U I C-kodexss7-2V
It can be assembled into an existing UIC end wall structure configured in an E-shape, in which case the pivotable passageway bridge 34 is
The Bern chamber for connection is configured to be open.

Furthermore, if a pivotable passageway bridge 34 is used for one passageway device section 22, this passageway bridge
It is designed for use with the existing aisle system of the I C-kodex 561VE passenger trains, i.e. vehicles with bulging aisles are equipped with the above-mentioned aisle system section 22 and its pivotable aisle bridge 34. It can be easily connected to vehicles equipped with

In such a case (FIG. 9), the passage bridge 34 of the invention rests loosely on a lamella 68 of the body end 66 with the UIC passage 65, in which case the chevron frame 1 is fitted with a spring member. 3 is directly pressed against the end surface of the rubber bulging body 67.

Since the spring element 3 has a greater bending strength in the longitudinal direction than the rubber bulge 67, the passage bridge 34 according to the invention is constructed by the lamella 68 of the body end 66 with the UIC passage 65.
There is always sufficient overlap between the two.

In this case, corresponding recesses 61.6 are provided in the chevron frame 1 for smooth vertical and horizontal movement of the lamellas 68.
2 are provided, which are vertically movable and (or adjustable) mounted on the chevron frame 1.
If necessary, it can be closed by a cover 52, 53 which is rotatably mounted on the gable frame 1.

Tightness against external influences and in particular pressure waves is ensured by the cover 52,
53, for the passage bridge 34 which has been pivoted down into a walkable condition, this is achieved by means of lateral bridge bolts 758.59, in this case the sealing of the cover 52.53 to the chevron frame 1. A separate sealing member 69,70 is provided for the first
Figure 1].

FIG. 13 shows the end of the other channel device part 22 of the same construction, which is connected to one channel device part 22 and forms a pressure-wave-tight channel device 21 in the position shown, in the form of a chevron frame 1. FIG. 7 shows a section frame 74 in cross-section. The two mutually contacting angle-shaped frames 1 are pressed together with their end flanges 5 by spring elements 3 provided at the body ends 20, in this case vertical chisels 778 and horizontal chisels 778. The directional seal 94 (FIG. 17) seals the channel arrangement 21 against external influences and in particular against the effects of pressure waves. The end flange 75 has a flange step 80 so that the end flange 75 forms a vertical continuous or stepped passageway 81 towards the inside or outside, which is a vertical fitting. 78 from the inside or outside. A rotary row 285 is fitted within the passage 81 on a bearing shaft 82 held within the shield 83.

As can be seen from FIG. 14, these rotating rollers are supported from below by a coil spring 86, which causes the rotation when the rotating roller 85 moves in the vertical direction based on its own weight. Helps return the roller to its central position.

A shield 8 is also provided at the outer end of the end flange 75.
A further rotary row 285 is provided via a bearing shaft 82 guided in 3 (FIG. 14),
In the case shown in the figure, four such rotating rows 285 are arranged on one side of the hood-shaped one end face side flange 750. The rotating rollers 85 of all such passage device parts are arranged on the right side when viewed from the outside, so that the correspondingly configured passage device parts 22 and FIGS. 13, 15 and 16
As shown in the figures, it can be easily connected or is arranged in a similar manner on the left side of one channel device part 22 in each case. The weight of these rotary rollers 85 is small, so that no rotation of the channel device part 22 about the longitudinal axis in the direction of travel occurs thereby, so that compensating run weights can be omitted.

The position of two identical passage device parts 22, which are connected symmetrically to one another with respect to the passage device 21, can be seen from FIG. 13, which is illustrated for the case in which they are located on a straight section of railway. In FIG. 13, the center planes of both vehicle body ends 20, including the center plane 102, lie within the same plane.

The cross-section of FIG. 15 shows two mutually laterally displaced body ends 20, which are limited by a stop 95, the central planes too, tot of which are laterally offset relative to each other.

This lateral movement of the two body ends 20 relative to each other is accommodated, as can be seen in the drawing, by the spring element 3, but also due to the sliding movement of the spring element 3 on the rear side of the end flange 75 of the chevron frame 1. has also been carried out, so that the central plane 102 of both passage devices 22 remains in the position shown in FIG. It is deformed.

However, when the mutual lateral movement of the vehicle body ends 20 exceeds the amount limited by the stopper 95, according to the configuration shown in FIG.
Additional lateral movement of the end frames 74 relative to each other is performed while maintaining the deformed position of the spring member 3 and the knoll diaphragm 2 within an acceptable range. In this case, the end flanges 75 facing each other move transversely at right angles to the direction of travel, which results in undesired wear of the vertical seals 78 as well as the horizontal seals 94 and the passage device. After a short time, 21 becomes permeable to external influences and in particular to pressure waves, even in the normal sealing position shown in FIGS. 13 and 15.

For this purpose, the end flange 75 has a flange step 80, which flange step is located in a corresponding channel 81 for receiving a rotating roller 85, which is shown in FIG. When a lateral movement is carried out in the direction shown in FIG. The horizontal seals 94 are separated from each other and cannot wear against each other, so that tightness against pressure waves is no longer necessary in this situation. In the lateral movement illustrated in FIG. 16, rotating rollers 85 on the inside of both end flanges 75 are supported, which roll on the corresponding outside of the opposite end flange 75 and against which , in the opposite lateral movement both outer rotary rows 28
5 works.

The chevron frame 1 on the opposite side from the passage 81 of the rotating roller 85
In order to facilitate climbing onto the end face side 7 run (75) of the frame 1 and to obtain a centering action during the return movement after the lateral movement in the direction shown in FIG.
A concave centering piece 84 is provided in the passage 81 near the flange step 800 at a location facing the rotating roller 85.
have. However, it is also possible to provide a concave or correspondingly shaped ramp in the region of the flange step 80 at the transition from the end-side clamp/shift 5 to the channel 81.

In principle, it is also possible to provide a suitably designed slider 21 instead of the rotating roller 85.

Also, both rotating rollers 8 supported in pairs with each other
5, it is also possible to provide only one pair of rotating rollers 85, which may be located at the center of the flange height, or to its left or right; Instead of arranging the rotating rollers 85 in pairs at the center of the shifter 5, it is also possible to provide only one, or in some cases two, rotating rollers arranged above and below each other on the left or right. These rotating rollers ride on the opposite end flange 75 during lateral movement.

Instead of the previous arrangement of rotating rollers 285 on only one side of end flange 75, it is also possible to arrange rotating rollers diagonally across both sides of end flange 75. For example, it is possible to arrange them on the lower left side and the upper right side, or on the upper left side and the lower right side, and in this case, the rotating rollers may be arranged in pairs or individually.

According to the structure described above, the passage device 21 can be configured to be airtight against external influences and in particular pressure waves, and this airtightness can be easily maintained under all operating conditions that occur during normal operation. can be maintained. Furthermore, lateral movement as shown in FIG. 16 can be performed. Such movements occur during changes of direction in the area of stations or yards, but in this situation the sealing against pressure waves is still questionable.

The end frame 74 described above is advantageously used in combination with the initially mentioned passageway section 22 for international high-speed sections, but it can also be used for type 010, so that the end frame is IC-kodeX567
- It can also be assembled into an existing end wall structure configured in the 2VE type.

The passage device section 22 further includes an end frame 74.
It is also possible to use the UIC-kodex 561 VE in conjunction with the existing aisle system of passenger train cars, i.e. a vehicle with a bulging aisle can be easily connected to a vehicle with said aisle system section 22. can.

[Brief explanation of the drawing]

The drawings show an embodiment of the invention; FIG. 1 shows the body ends of two railway vehicles with an upwardly flap-swung passage bridge and an open bern chamber; FIG.
sectional view according to IV, IJ; FIG. 2 corresponds to FIG.
Fig. 3 is a view of the passage device seen from above with the upper part of the passage device removed, and Fig. 4 shows the end of the vehicle body in Fig. 3 in a position relatively moved laterally by q = 100 fins. Fig. 5 shows the end of the car body in Fig. 3 in a curve section with a radius R = 120 m, and Fig. 6 shows the end of the car body in Fig. 3 with a bulging passage at one end of the car body. Fig. 7 shows a passage device according to the present invention installed at the other end of the car body, and Fig. 7 shows two railcars connected to each other constituting one passage device for two railway vehicles.
8 is a longitudinal cross-sectional view of two vehicle body ends in a walkable state with the passage bridge swiveled downward and lowered; FIG. 8 is a diagram showing the configuration of FIG. 7 with the passage bridge swiveled upward; In Figure 9, one vehicle is a conventionally known UIC-kodex561V.
FIG. 10 is a longitudinal cross-sectional view of the mutually connected car body ends of two railway vehicles each having an E-type passage device and the other vehicle having the passage device portion of the present invention. 11 is a sectional view taken along the line ■-■, FIG. 11 is a sectional view taken along the line ■-■ of the configuration shown in FIG. 7, and FIG. 12 is a state in which the passage bridges have moved laterally relative to each other in the configuration shown in FIG. 7. 13 is a sectional view taken along the line I--I in FIG. 14 of the passage device consisting of two connected passage device parts;
14 is a front view of one end frame with rotating rollers, FIG. 15 is a front view of one end frame with rotating rollers, and FIG.
FIG. 16 shows a relatively laterally displaced vehicle body end and a passage device part as well as a laterally offset passage of the connected passage device parts relative to each other, FIG.
17 is a sectional view taken along the line ■-■ in FIG.
3... Spring member, 6, 7.8... Bridge member, 1
0...Patsuki/, 15...Side swirl wing, 20...
Vehicle body end, 21... Passage device, 22... Passage device part, 34... Passage bridge, 39... Bridge bottom, 43... End side] ξ Mitsukin 45... Bridge telescope arm , 48...swivel arm, 49...
Fixed part, 50...7 member, 52...cut,
53...Cover, 54...Coupling, 58...
・Blissy hackin, 59...Blissi hackin,
61... Notch, 62... Notch, 66... Vehicle body end, 68... Thin plate, 69.../Single layer member, 70...
... Seal member, 74 ... End frame, 75 ...
End face side flange, 78... Chisel/, 80... Step, 81... Passage, 84... Centering piece, 94... Packing, 95... Strap plate, 1 day 9. 3 22
・Tsu'16 "z", = l; □1 1 ζ 4 to FI9
．． 4 22...j, Qfjis "r'J,
1 ton F211...Chevron frame Flg, 5 FIG, 6 22...1lffl mounting ff1r?
t++). , continued page E claim of forfeiture 0198 details December 28 [phase] West Germany (DE) [phase] P3447776.40198 tsubo February 2
0th [Phase] West Toiba DE) [Phase] P3505762.
95 Written by: Franz Wagna Daxen Bergstrasse, Switzerland 440 Procedural amendment (method) December 2S, 1985

Claims (1)

[Claims] 1. In a vehicle passage device having a passage device part that can be attached to the end of the vehicle body, the passage device part (22) is used to protect vehicle occupants from external influences, particularly pressure waves. Vehicle passage device, characterized in that it has inner and/or outer sealing means (2, 10). 2. Between the chevron frame (1) and the vehicle body end (20),
2. Vehicle passageway device according to claim 1, comprising a passageway device part (22) in which a U-shaped sealing means (2), for example, is arranged. 3. The passage device part (22) is the UIC of the vehicle body end (20)
A vehicle passage device according to claim 1 or 2, which is attachable to a mold end wall. 4. The passage bridge of the passage device part (22) can be pushed into the bodywork end (20) in the longitudinal direction of the vehicle, for example like a drawer, and can advantageously be pivoted upwards. 3. The vehicle passage device according to any one of items 3 to 3. 5, the first bridge member (6
) is provided with means (9) for configuring it rotatably in its horizontal plane with respect to two further bridge members (7, 8). The vehicle passageway device according to any one of the preceding paragraphs. 6. Any one of claims 1 to 5, wherein the channel device part (22) is provided with lateral swirlers (15), advantageously spring-loaded, which serve as interior parts. The vehicle passage device according to item 1. 7. The vehicle according to any one of claims 1 to 6, wherein the passage device (21) has two passage device parts (22) and is configured in a pressure wave-tight manner. passageway equipment. 8. The passageway device (21) has two chevron-shaped frames (1) that are configured substantially symmetrically with respect to the central dividing plane and that slide or roll with respect to each other within the central dividing plane, the chevron-shaped frames (1) The spring member (3) holds both vehicle body ends (20
8. A vehicle passageway device according to claim 1, wherein the vehicle path device is floatingly or cardanically connected to the vehicle. 9. Claims 1 to 8, wherein the chevron-shaped frames (1) arranged to slide or roll relative to each other are pressed against each other in a substantially pressure-tight manner by a spring member (3). The vehicle passage device according to any one of the preceding items. 10. In the passage device part with the pivotable passage bridge (34) and the sealing device, means (43, 58, 59, 50, 6) for protecting the vehicle occupants from external influences, in particular pressure waves, are provided.
9, 70) is provided, the vehicle passage device according to any one of claims 1 to 9. 11. Passage bridge and chevron frame of passage device part (1
) are combined, and the chevron frame has a spring member (
3) and the seal diaphragm (2) to seal the car body end (2).
11. The vehicle passageway device according to claim 1, wherein the vehicle path device is floatingly or cardanically connected to the vehicle 0). 12. Walkable bridge part of passage device part (39)
for a vehicle according to any one of claims 1 to 11, wherein the bridge telescope arm (45) is connected to the lower moving part (46) of the bridge telescope arm (45) via a pivot member (48). Passage device. 13. The bridge part (39) of the passage device part is the part (4
5, 46) as one structural unit or independently of each other, is mounted vertically pivotably on the gable frame (1). Passageway equipment for vehicles. 14. Bridge telescope arm of passage device part (4
14. The vehicle passage device according to claim 1, wherein the vehicular passage device 5) is designed to be withdrawn and can be connected via a coupling (54) in each case. . 15. Claim 14, wherein the coupling (54) of the channel device part is configured as an automatic coupling.
Vehicle passage device as described in Section 1. 16. Claims 1 to 15, in which the coupling (54) of the passage device part is configured as an automatic coupling and can be remotely operated mechanically, electrically, hydraulically or pneumatically. The vehicle passageway device according to any one of the preceding paragraphs. 17. Each bridge telescope arm of the passage device part (
45) is supported with its stationary part (46) on a pivoting member (48) so as to be able to pivot about a vertical axis (49) in its horizontal direction independently of the bridge bottom (39); A vehicle passage device according to any one of claims 1 to 16. 18. Connected bridge telescope arm (45)
18. Vehicle walkway device according to claim 17, wherein the bridge base is configured to support a walkable bridge bottom (39). 19. The passageway device part is a walkable bridge bottom (39
), the bridge telescope arm (
It has a member (56) that surrounds the immovable part (46) of the vehicle body end portion (20).
) If there is a height difference between them, the bottom of the bridge (39)
19. Vehicle path arrangement according to claim 1, wherein the vehicle is entrained in a vertical direction. 20. The chevron frame of the passage device part is connected to the coupling (
54) with safety support strips (35, 36) that prevent the pivotable passage bridge (34) from falling when not yet connected. The vehicle passageway device according to any one of the preceding paragraphs. 21. The packing (43) arranged on the end face side of the bridge bottom (39) of the passage device part is connected to the two passage device parts (
22) are movable relative to each other within a center dividing plane in a connected state. 22. A bridge seal member (5) is attached to the chevron frame (1) to seal the bridge bottom (39) of the passage device part.
8, 59) is provided, the vehicle passage device according to claim 10. 23. A sealing member (50) for sealing the bridge bottom (39) of the passage device portion against the vehicle body end (20).
11. The vehicle passage device according to claim 10, wherein the vehicle passage device is provided with:. 24, the passage device part (34) is the UI of the vehicle body end (66)
A vehicle passage device according to any one of claims 1 to 23, which is attachable to a C-shaped end wall. 25, the passage device part (34) is a conventional UIC type passage (
65) to the body end (66) with its thin plate (65)
68) The vehicular passage device according to any one of claims 1 to 24, which can be used without being hindered by 68). 26. Suitable cutouts (61, 6
2), the vehicle passage device according to any one of claims 1 to 25. 27. vertically movable and/or adjustable cutouts (61, 62) provided in the chevron frame (1);
Possibly rotatably mounted cover (52, 53)
26. The vehicle passageway device according to claim 25, wherein the vehicle passage device is closed by. 28, cover (52, 53) for chevron frame (1)
11. Vehicle passage device according to claim 10, characterized in that sealing members (69, 70) are provided for sealing the vehicle. 29, the end frame (7
4) is provided, the frame (74) having an end flange (75) and connecting the two passage device parts (2).
2) are connected to each other to form one passage device (21), the two passage device parts (22) are coupled almost pressure-tightly, and An end flange (75) of the end frame (74) to allow frictionless lateral movement of the two connected passage device parts (22) relative to each other.
29. Vehicle walkway device according to claim 1, wherein the vehicle has at least one vertically rotatable roller or at least one sliding shoe. 30. The end frame has a plurality of rotating rollers (85), which are advantageously arranged only on one end flange half. 29. The vehicle passage device according to any one of items 29 to 29. 31. Vehicle according to one of the claims 1 to 30, characterized in that the rotating roller (85) of the end frame is axially and optionally radially spring-loaded. passageway equipment. 32, end side flange (75) of end frame (74)
1 . The vertical portion of the passageway ( 81 ) forms a step ( 80 ) for receiving one or more rotating rollers ( 85 ) and a vertical packing ( 78 ). 31. The vehicle passage device according to any one of items 30 to 30. 33, the rotating roller (85) of the end frame connects the end flange plane (75) and the end flange packing (78, 94).
) protrudes from the sealing plane of the rotating roller (85).
However, when the lateral movement of the two connected vehicle body ends (20) exceeds a predetermined lateral movement amount limited by, for example, a stopper (95), it runs onto the corresponding end side flange (75) and 33. Vehicle passage device according to any one of claims 1 to 32, which is rolled on the corresponding end flange (75). 34, the end frame (74) has a flange step (8) in the passageway (81) opposite the rotating roller (85).
0) has a concave groove-shaped centering piece (84),
A vehicle passage device according to any one of claims 1 to 33. 35. The flange step part (80) of the end frame is configured as a concave groove from the end face side flange (75) to the passage (81) as a passage part, or has a correspondingly shaped raised slope. , a vehicle passage device according to any one of claims 1 to 34. 36. Claims 1 to 35, wherein the rotating roller (85) of the end frame is arranged at least approximately at the center of the end flange width and/or the end flange height.
The vehicle passageway device according to any one of the preceding paragraphs. 37, two end frames are combined, and the lateral movement of the two connected vehicle body ends (20) is prevented by a stopper (
95), wherein the two mutually opposite end flanges (75) completely overlap each other until the lateral movement limited by 95) is exceeded. The vehicle passage device according to any one of the items.