EP0257185A1 - Bridge for a communication passage between coaches - Google Patents
Bridge for a communication passage between coaches Download PDFInfo
- Publication number
- EP0257185A1 EP0257185A1 EP87105049A EP87105049A EP0257185A1 EP 0257185 A1 EP0257185 A1 EP 0257185A1 EP 87105049 A EP87105049 A EP 87105049A EP 87105049 A EP87105049 A EP 87105049A EP 0257185 A1 EP0257185 A1 EP 0257185A1
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- Prior art keywords
- bridge
- transition
- rails
- vehicles
- transition bridge
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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 bridge for a transition device according to the preamble of claim 1.
- transition devices are arranged between the vehicle members, which usually consist of a walk-on transition bridge and a transition protection surrounding it, for example a bellows.
- the relative movements that occur during operation between the mutually facing ends of the vehicle members must not be impeded by either the transition protection or the transition bridge.
- the transition device must be able to compensate for the rolling movements, the pitching movements, lateral, vertical and longitudinal movements of the relative movements between the ends of the vehicle members, whereby the accessibility of the transition device must be guaranteed under normal operating conditions.
- transition bridge which consists of there are two tread plates, which are arranged at the respective vehicle end at floor level pivotable about a horizontal axis and the tread plates overlap in the position of use.
- the narrow passage cross section present between the buffers is severely restricted in the case of relative movements between vehicle ends.
- the transition bridge can only partially compensate for the possible relative movements between the vehicle ends, with large relative movements also occurring at the overlapping edges and larger unevenness or steps or even open joints can arise.
- the two-part transition bridge described in DE-OS 33 05 062 for a transition between two articulated rail vehicles or members of a rail vehicle has a number of mutually parallel, essentially rigid rails which are arranged elastically connected to one another at predetermined intervals. Both bridge halves are rigid at one end with one vehicle link each, at their other ends, i. H. in the middle of the transition, rigidly connected to one another, the rails being vertically supported in the regions of their ends in an articulated manner on supporting rods running in the longitudinal direction of the vehicle and secured against lateral displacements and movements in the direction of their longitudinal axis.
- transition bridge Due to the fact that the transition bridge has to absorb all relative movements itself, a complex construction cannot be avoided. in particular, the rigid articulation of the bridge halves at the respective mutually facing ends of the vehicles proves to be disadvantageous.
- the invention is therefore based on the object of developing a generic transition bridge so that the transition bridge is relieved of inappropriate deformation and adaptability and meets the demands for safe and comfortable accessibility while driving with reasonable effort.
- the transition bridge 1 is supported at the mutually facing ends of two vehicles on bridge bearings 2 and guided in a longitudinally displaceable manner, wherein both a deflection about a vertical vertical axis and an adjustment or tilting from the horizontal plane remain possible.
- the transition bridge 1 has a number of them Longitudinal sides preferably arranged transversely to the vehicle longitudinal direction on rails 3, which are guided and held at their ends by supporting profiles 4a and 4b.
- the individual rails 3 are essentially rigid and arranged parallel and longitudinally displaceable to one another at predetermined intervals.
- the rails 3 are clamped to one another, with at least one of the rails 3 having its ends being positively connected to the associated support profile 4a or 4b and pivotably connected in the plane formed by the support profiles 4a and 4b.
- the rails 3 of the bridge field are arranged in two layers, the lower layer advantageously being offset from the upper layer by a certain profile width.
- the half rails 3 are additionally clamped in the bridge field at the ends of the bridge field.
- the rails 3 of the two layers have recesses 5 for receiving sliders 6 on the facing surfaces.
- the recesses 4 advantageously extend in the longitudinal direction of the rails 3 and accommodate sliders 6, for example round rods made of slidable plastic. Due to the design and arrangement of the recesses 5 and the sliders 6, the individual rails 3 are held against each other easily displaceable at predetermined intervals.
- the two support profiles 4a and 4b are preferably designed as a u-profile and enclose the two ends of the rails 3. Between the upper and lower webs 7a and 7b of the support profiles 4a and 4b and the rails 3 there is an upper and a respective one lower slide bar 8a and 8b attached. In order to minimize the wear of the ends of the rails 3 on the respective contact surfaces of the support profiles 4a and 4b, rounded wear buffers 12 can be attached to the ends of the rails 3.
- the support profiles 4a and 4b are supported on the mutually facing ends of the vehicles on their associated bridge bearings 2aa and 2ab or 2ba and 2bb.
- At least one of the rails 3 of the bridge field is connected at the ends to the associated support profiles 4a and 4b in a form-fitting manner by means of a joint 17 and can thus be pivoted in the plane spanned by the support profiles 4a and 4b.
- Each bridge bearing 2aa, 2ab, 2ba and 2bb has a vertical guide 9 and a horizontal guide 10, the horizontal guide 10 being convex, at least in the longitudinal direction of the vehicle, starting from the point of support or from the contact surface.
- each bridge bearing 2aa, 2ab, 2ba and 2bb is designed to be rotatable about its vertical axis and is supported in a bearing block 11 on the vehicle side.
- each bridge end plates 13 are articulated, which rest on the ends of the transition bridge 1 in any driving situation and overlap them.
- a fastener 14 is provided, to which engages a centering device 15, not shown, which holds the transitional bridge 1, which in itself is freely longitudinally movable within the maximum required displacement paths, between the ends of the vehicles in the central position.
- the center adjusting device 15 can be represented by spring elements 16 which act on the one hand in the middle of the transition bridge 1 and on the other hand on the assigned ends of the vehicles.
- the entire transition bridge 1 is kept longitudinally displaceable in the middle position to the mutually facing ends of the vehicles, the transition bridge 1 being supported and guided on the vehicle side on the bridge bearings 2aa, 2ab, 2ba and 2bb.
- the design and arrangement of the bridge bearings 2aa, 2ab, 2ba and 2bb of the transition bridge 1 enables both pivoting in the plane spanned by the support profiles 4a and 4b by swiveling them out in parallel, and tilting out of the plane of the floor of the vehicle at least in the longitudinal direction of the vehicle .
- FIGS. 4-7 show the deflections of the transition bridge in selected deflection positions that occur during driving operation.
- the rails 3 are arranged transversely to the vehicle longitudinal direction, the support profiles 4a and 4b point in the vehicle longitudinal direction.
- the support profiles 4a and 4b slide on the bridge bearings 2aa and 2ab or 2ba and 2bb.
- the support profiles 4a and 4b are designed to be long enough to ensure that they rest securely on the bridge bearings 2aa to 2bb during all rebound movements, and on the other hand there is sufficient space at the end of the vehicles in the area of the transition bridge 1 for immersing them during the deflection movement .
- Fig. 5 shows the deflection of the transition bridge when entering a 150 m arch.
- the support profiles 4a and 4b swing out parallel, while the rails 3 will adjust themselves at an angle to the vehicle transverse direction.
- the transition bridge 1 according to FIG. 6 will occur within a 150 m arc, the rails 3 being aligned perpendicular to the support profiles 4a and 4b.
- FIG. 7 shows the deflection of the transition bridge when passing through a 150 m -s arch.
- the ends of the vehicles are extremely laterally offset, which is why the support profiles 4a and 4b are swung out strongly and the vertical guides 9 must absorb large cornering forces, particularly in this deflection position.
- the transition bridge will be arranged from the horizontal plane into the required tilting position due to the crowned horizontal guide 10.
- the transition bridge 1 forms one with all driving movements closed, stepless transition path between two coupled vehicles, the displayable movements of which are based on the deformability of an elastic transition protection.
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- Life Sciences & Earth Sciences (AREA)
- Bridges Or Land Bridges (AREA)
- Saccharide Compounds (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Seal Device For Vehicle (AREA)
- Compositions Of Oxide Ceramics (AREA)
- Auxiliary Methods And Devices For Loading And Unloading (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Compounds Of Unknown Constitution (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Multiple-Way Valves (AREA)
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Abstract
Description
Die Erfindung betrifft eine Übergangsbrücke für eine Übergangseinrichtung entsprechend dem Oberbegriff des Anspruchs 1.The invention relates to a transition bridge for a transition device according to the preamble of
Reisenden sowie dem Zugbegleitpersonal in Schienenfahrzeugen soll auch während der Fahrt der Übergang zwischen den Fahrzeuggliedern eines Gliederzuges möglich sein. Um diesen Übertritt zu ermöglichen, sind zwischen den Fahrzeuggliedern Übergangseinrichtungen angeordnet, die üblicherweise aus einer begehbaren übergangsbrücke und einem diesen umgebenden Übergangsschutz, beispielsweise einen Faltenbalg, bestehen.Passengers and train attendants in rail vehicles should also be able to make the transition between the vehicle parts of an articulated train while driving. In order to make this transition possible, transition devices are arranged between the vehicle members, which usually consist of a walk-on transition bridge and a transition protection surrounding it, for example a bellows.
Die im Betriebseinsatz auftretenden Relativbewegungen zwischen den einander zugekehrten Enden der Fahrzeugglieder dürfen sowohl vom Übergangsschutz als auch von der Übergangsbrücke nicht behindert werden. Insbesondere muß die Übergangseinrichtung die Wankbewegungen, die Nickbewegungen, seitliche, vertikale und in Fahrzeuglängsrichtung gerichtete Relativbewegungen zwischen den Enden der Fahrzeugglieder ausgleichen können, wobei die Begehbarkeit der Übergangseinrichtung unter normalen Betriebsbedingungen gewährleistet bleiben muß.The relative movements that occur during operation between the mutually facing ends of the vehicle members must not be impeded by either the transition protection or the transition bridge. In particular, the transition device must be able to compensate for the rolling movements, the pitching movements, lateral, vertical and longitudinal movements of the relative movements between the ends of the vehicle members, whereby the accessibility of the transition device must be guaranteed under normal operating conditions.
Aus der DE-PS 640 970 ist eine Übergangsbrücke bekannt, die aus zwei Trittplatten besteht, die am jeweiligen Fahrzeugende in Fußbodenhöhe um eine horizontale Achse schwenkbar angeordnet sind und wobei sich die Trittplatten in Gebrauchslage überlappen. Bei diesen bekannten Übergangsbrücken wird der zwischen den Puffern vorhandene schmale Durchgangsquerschnitt bei Relativbewegungen zwischen Fahrzeugenden stark eingeschränkt. Ebenso kann die Übergangsbrücke die möglichen Relativbewegungen zwischen den Fährzeugenden nur teilweise ausgleichen, wobei zusätzlich an den Überlappungskanten große Relativbewegungen auftreten und größere Unebenheiten oder Stufen oder gar offene Fugen entstehen können.From DE-PS 640 970 a transition bridge is known which consists of there are two tread plates, which are arranged at the respective vehicle end at floor level pivotable about a horizontal axis and the tread plates overlap in the position of use. In these known transition bridges, the narrow passage cross section present between the buffers is severely restricted in the case of relative movements between vehicle ends. Likewise, the transition bridge can only partially compensate for the possible relative movements between the vehicle ends, with large relative movements also occurring at the overlapping edges and larger unevenness or steps or even open joints can arise.
Die in der DE-OS 33 05 062 beschriebene zweiteilige Übergangsbrücke für einen Übergang zwischen zwei gelenkig miteinander verbundenen Schienenfahrzeugen bzw. Gliedern eines Schienenfahrzeuges weist eine Anzahl zueinander parallel verlaufender in sich im wesentlichen starrer Schienen auf, die in vorgegebenen Abständen angeordnet elastisch miteinander verbunden sind. Beide Brückenhälften sind an ihrem einen Ende starr mit je einem Fahrzeugglied,an ihren anderen Enden, d. h. in der Mitte des Überganges, starr miteinander verbunden, wobei die Schienen in den Bereichen ihrer Enden gelenkig auf in Fahrzeuglängsrichtung verlaufenden und gegen Seitenverschiebungen sowie Bewegungen in Richtung ihrer Längsachse gesicherten Tragstangen vertikal abgestützt sind.The two-part transition bridge described in DE-OS 33 05 062 for a transition between two articulated rail vehicles or members of a rail vehicle has a number of mutually parallel, essentially rigid rails which are arranged elastically connected to one another at predetermined intervals. Both bridge halves are rigid at one end with one vehicle link each, at their other ends, i. H. in the middle of the transition, rigidly connected to one another, the rails being vertically supported in the regions of their ends in an articulated manner on supporting rods running in the longitudinal direction of the vehicle and secured against lateral displacements and movements in the direction of their longitudinal axis.
Dadurch, daß die übergangsbrücke alle Relativbewegungen selbst aufnehmen muß, ist eine aufwendige Bauweise nicht zu vermeiden, insbesondere erweist sich die starre Anlenkung der Brückenhälften an den jeweiligen einander zugekehrten Enden der Fahrzeuge als nachteilig.Due to the fact that the transition bridge has to absorb all relative movements itself, a complex construction cannot be avoided. in particular, the rigid articulation of the bridge halves at the respective mutually facing ends of the vehicles proves to be disadvantageous.
Auch eine Übergangsbrücke, nach der auf der vorgenannten Anmeldung aufbauenden Zusatzanmeldung (DE-OS 34 01 298), vermeidet die aufgezeigten Nachteile nicht, sondern variiert im wesentli-' chen nur die Ausbildung der Schienen.Even a transition bridge, according to the additional application based on the aforementioned application (DE-OS 34 01 298), does not avoid the disadvantages shown, but essentially only varies the design of the rails.
Der Erfindung liegt daher die Aufgabe zugrunde, eine gattungsgemäße Übergangsbrücke so weiterzubilden, daß die übergangsbrükke von unzweckmäßigem Verformungs- und Anpaßvermögen entlastet ist und mit vertretbarem Aufwand den Forderungen nach sicherer und bequemer Begehbarkeit während der Fahrt genügt.The invention is therefore based on the object of developing a generic transition bridge so that the transition bridge is relieved of inappropriate deformation and adaptability and meets the demands for safe and comfortable accessibility while driving with reasonable effort.
Diese Aufgabe wird erfindungsgemäß durch die im Anspruch 1 gekennzeichnete Übergangsbrücke gelöst.This object is achieved by the transition bridge characterized in
Zweckmäßige Weiterbildungen des Gegenstandes der Erfindung sind in den Unteransprüchen angegeben.Appropriate developments of the subject matter of the invention are specified in the subclaims.
Die Erfindung ist anhand eines Ausführungsbeispiels näher erläutert:
- Es zeigt
- Fig. 1 die Seitenansicht einer Übergangsbrücke in teilweise geschnittener und gebrochener Darstellung,
- Fig. 2 die Draufsicht auf eine Übergangsbrücke in teilweise geschnittener und gebrochener Darstellung ohne Brückenanschlußblech,
- Fig. 3 ein Schnitt längs der Linie III - III der Fig. 1 in teilweise gebrochener Darstellung,
- Fig. 4 die 'Übergangsbrücke zwischen den Enden zweier Fahrzeuge in ihrer Anordnung bei Geradeausfahrt,
- Fig. 5 die Übergangsbrücke zwischen den Enden zweier Fahrzeuge in ihrer Auslenkung bei der Einfahrt in einem 150 m - Bogen,
- Fig. 6 die übergangsbrücke zwischen den Enden zweier Fahrzeuge in ihrer Auslenkung beim Durchfahren eines 150 m - Bogens und
- Fig. 7 die Übergangsbrücke zwischen den Enden zweier Fahrzeuge in ihrer Auslenkung beim Durchfahren eines 150 m - s - Bogens.
- It shows
- 1 is a side view of a transition bridge in a partially sectioned and broken view,
- 2 shows the top view of a transition bridge in a partially cut and broken view without a bridge connection plate,
- 3 shows a section along the line III - III of FIG. 1 in a partially broken representation,
- 4 the 'transition bridge between the ends of two vehicles in their arrangement when driving straight ahead,
- 5 the transition bridge between the ends of two vehicles in their deflection when entering in a 150 m arc,
- 6 shows the transition bridge between the ends of two vehicles in their deflection when passing through a 150 m curve and
- 7 shows the transition bridge between the ends of two vehicles in their deflection when passing through a 150 m -s arch.
Die erfindungsgemäße Übergangsbrücke 1 ist jeweils an den einander zugekehrten Enden zweier Fahrzeuge auf Brückenlagern 2 abgestützt und längsverschieblich geführt, wobei sowohl eine Auslenkung um eine vertikale Hochachse als auch ein Verstellen bzw. Kippen aus der horizontalen Ebene ermöglicht bleibt. Als Brückenfeld weist die übergangsbrücke 1 eine Anzahl von mit ihren Längsseiten vorzugsweise quer zur Fahrzeuglängsrichtung angeordnete Schienen 3 auf, die an ihren Enden jeweils von Tragprofilen 4a und 4b geführt und gehalten sind. Die einzelnen Schienen 3 sind im wesentlichen starr und in vorgegebenen Abständen parallel und längsverschieblich zueinander angeordnet. Durch spezielle Ausbildung und Anordnung sind die Schienen 3 untereinander verklammert, wobei mindestens eine der Schienen 3 mit ihren Enden - mit dem zugeordneten Tragprofil 4a bzw. 4b formschlüssig und in der durch die Tragprofile 4a und 4b gebildete Ebene schwenkbar verbunden ist.The
Im weiter ausgeführten Beispiel, gemäß den Fig. 1 - 3, sind die Schienen 3 des Brückenfeldes zweilagig angeordnet, wobei die untere Lage gegenüber der oberen Lage zweckmäßig um eine gewisse Profilbreite versetzt angeordnet ist. In diesem Fall sind die halben Schienen 3 an den Enden des Brückenfeldes zusätzlich im Brückenfeld zu verklammern. Die Schienen 3 der beiden Lagen weisen an den sich zugewandten Flächen Ausnehmungen 5 zur Aufnahme von Gleitstücken 6 auf. Vorteilhaft erstrecken sich die Ausnehmungen 4 in Längsrichtung der Schienen 3 und nehmen Gleitstücke 6, beispielsweise Rundstäbe aus gleitfähigem Kunststoff, auf. Durch die Ausbildung und Anordnung der Ausnehmungen 5 und der Gleitstücke 6 sind die einzelnen Schienen 3 gegeneinander leicht verschiebbar in vorbestimmten Abständen gehalten.In the further example, according to FIGS. 1-3, the
Die beiden Tragprofile 4a und 4b.sind vorzugsweise als u-Profil ausgebildet und fassen die beiden Enden der Schienen 3 ein. Zwischen dem oberen bzw. unteren Steg 7a bzw. 7b der Tragprofile 4a bzw. 4b und den Schienen 3 ist jeweils eine obere bzw. eine untere Gleitleiste 8a bzw. 8b angebracht. Um den Verschleiß der Enden der Schienen 3 an den jeweiligen Berührungsflächen der Tragprofile 4a bzw. 4b zu minimieren, können abgerundete Verschleißpuffer 12 an den Enden der Schienen 3 angebracht sein. Die Tragprofile 4a bzw. 4b stützen sich an den einander zugekehrten Enden der Fahrzeuge jeweils an ihren zugeordneten Brükkenlager 2aa und 2ab bzw. 2ba und 2bb ab.The two
Mindestens eine der Schienen 3 des Brückenfeldes ist jeweils an den Enden mit den zugeordneten Tragprofilen 4a bzw. 4b formschlüssig mittels jeweils eines Gelenkes 17 verbunden und damit in der durch die Tragprofile 4a und 4b aufgespannten Ebene schwenkbar.At least one of the
Jedes Brückenlager 2aa, 2ab, 2ba und 2bb weist eine Vertikalführung 9 und eine Horizontalführung 10 auf, wobei die Horizontalführung 10 mindestens in Fahrzeuglängsrichtung ausgehend vom Auflagepunkt bzw. von der Auflagefläche ballig ausgebildet ist. Zusätzlich ist jedes Brückenlager 2aa, 2ab, 2ba und 2bb um seine Hochachse drehbar ausgeführt und fahrzeugseitig in einem Lagerbock 11 abgestützt.Each bridge bearing 2aa, 2ab, 2ba and 2bb has a
An den Fahrzeugenden sind im Fußbodenbereich jeweils Brückenabschlußbleche 13 gelenkig angeordnet, die auf den Enden der Übergangsbrücke 1 in jeder Fahrsituation aufliegen und diese überlappen.At the vehicle ends in the floor area each
In der Mitte der Übergangsbrücke 1 ist ein Befestigungselement 14 vorgesehen, an das eine nicht dargestellte Mittenstelleinrichtung 15 angreift, die die an sich im Rahmen der maximal erforderlichen Verschiebewege frei längsbewegliche Übergangsbrücke 1 zwischen den Enden der Fahrzeuge in Mittelstellung hält.In the middle of the
Die Mittenstelleinrichtung 15 kann durch Federelemente 16 dargestellt werden, die einerseits in Mitte der Übergangsbrücke 1 und andererseits an den zugeordneten Enden der Fahrzeuge angreifen.The
Somit ist die gesamte Übergangsbrücke 1 längsverschieblich in Mittelstellung zu den einander zugekehrten Enden der Fahrzeuge auf Abstand gehalten, wobei die Übergangsbrücke 1 dabei fahrzeugseitig auf den Brückenlagern 2aa, 2ab, 2ba und 2bb abgestützt und geführt ist. Dabei ermöglicht die Ausbildung und Anordnung der Brückenlager 2aa, 2ab, 2ba und 2bb der Übergangsbrücke 1 sowohl eine Verschwenkbarkeit in der durch die Tragprofile 4a und 4b aufgespannten Ebene durch paralleles Ausschwenken derselben, als auch ein Kippen aus der Ebene der Fußböden der Fahrzeuge mindestens in Fahrzeuglängsrichtung.Thus, the
Die Figuren 4 - 7 zeigen die Auslenkungen der Übergangsbrücke in ausgesuchten im Fahrbetrieb auftretenden Auslenkungslagen.FIGS. 4-7 show the deflections of the transition bridge in selected deflection positions that occur during driving operation.
Bei der Geradeausfahrt gemäß Fig. 4 sind die Schienen 3 quer zur Fahrzeuglängsrichtung angeordnet, die Tragprofile 4a und 4b weisen in Fahrzeuglängsrichtung. Bei Abstandsänderungen zwischen zwei Fahrzeugen erfolgt eine Gleitbewegung der Tragprofile 4a und 4b auf den Brückenlagern 2aa und 2ab bzw. 2ba und 2bb. Dazu sind einerseits die Tragprofile 4a und 4b entsprechend lang ausgebildet, um bei allen Ausfederungsbewegungen eine sichere Auflage auf den Brückenlagern 2aa bis 2bb zu gewährleisten, und an- dererseits ist am Ende der Fahrzeuge im Bereich der Übergangsbrücke 1 genügend Freiraum zum Eintauchen derselben bei Einfederungsbewegung vorgesehen.4, the
Die Fig. 5 zeigt die Auslenkung der Übergangsbrücke bei der Einfahrt in einen 150 m - Bogen. Dabei schwenken die Tragprofile 4a und 4b parallel aus, während sich die Schienen 3 unter einen Winkel zur Fahrzeugquerrichtung einstellen werden. Innerhalb eines 150 m - Bogens wird sich die Übergangsbrücke 1 gemäß Fig. 6 einstellen, wobei sich die Schienen 3 senkrecht zu den Tragprofilen 4a und 4b ausrichten werden.Fig. 5 shows the deflection of the transition bridge when entering a 150 m arch. The
Die Fig. 7 zeigt die Auslenkung der Übergangsbrücke beim Durchfahren eines 150 m - s - Bogens. Hierbei sind die Enden der Fahrzeuge extrem seitenversetzt, weshalb die Tragprofile 4a und 4b stark ausgeschwenkt sind und die Vertikalführungen 9 besonders in dieser Auslenkungslage große Seitenführungskräfte aufnehmen müssen.FIG. 7 shows the deflection of the transition bridge when passing through a 150 m -s arch. Here, the ends of the vehicles are extremely laterally offset, which is why the
Bei Höhenversatz zwischen zwei Fahrzeugen wird sich die Übergangsbrücke wegen der balligen ausgebildeten Horizontalführung 10 zwangfrei aus der horizontalen Ebene in die erforderliche Kipplage anordnen.If there is a height offset between two vehicles, the transition bridge will be arranged from the horizontal plane into the required tilting position due to the crowned
Somit bildet die Übergangsbrücke 1 einen bei allen Fahrbewegungen geschlossenen, stufenlosen Übergangsweg zwischen zwei gekuppelten Fahrzeugen, wobei sich dessen darstellbaren Ausstellbewegungen an der Verformungsfähigkeit eines elastischen Übergangsschutzes orientieren.Thus, the
Claims (10)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT87105049T ATE52973T1 (en) | 1986-08-22 | 1987-04-04 | TRANSITION BRIDGE FOR A TRANSITION FACILITIES. |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19863628627 DE3628627A1 (en) | 1986-08-22 | 1986-08-22 | TRANSITION BRIDGE FOR A TRANSITION DEVICE |
DE3628627 | 1986-08-22 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0257185A1 true EP0257185A1 (en) | 1988-03-02 |
EP0257185B1 EP0257185B1 (en) | 1990-05-23 |
Family
ID=6308011
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP87105049A Expired - Lifetime EP0257185B1 (en) | 1986-08-22 | 1987-04-04 | Bridge for a communication passage between coaches |
Country Status (10)
Country | Link |
---|---|
US (1) | US4802417A (en) |
EP (1) | EP0257185B1 (en) |
JP (1) | JPS6353166A (en) |
AT (1) | ATE52973T1 (en) |
AU (1) | AU591857B2 (en) |
CA (1) | CA1297343C (en) |
DE (2) | DE3628627A1 (en) |
DK (1) | DK165872C (en) |
FI (1) | FI89147C (en) |
NO (1) | NO167557C (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
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FR2642373A1 (en) * | 1989-02-01 | 1990-08-03 | Caoutchouc Manuf Plastique | Deformable floor for the passage of heavy goods vehicles between road or rail transport vehicles |
EP0441069A1 (en) * | 1990-02-05 | 1991-08-14 | Caoutchouc Manufacture Et Plastiques Societe Anonyme | Ductile floor for the passage of heavy road vehicles between railway transport vehicles or road transport vehicles |
EP0583491A1 (en) * | 1992-08-08 | 1994-02-23 | HÜBNER Gummi- und Kunststoff GmbH | Bridge elements of a disconnectable intercommunication passage between articulated vehicles |
WO1997002168A1 (en) * | 1995-07-06 | 1997-01-23 | Hübner Gummi- Und Kunststoff Gmbh | Articulated bridge |
US5771812A (en) * | 1995-07-06 | 1998-06-30 | Hubner Gummi-Und Kunststoff Gmbh | Articulated gangway |
CN1058237C (en) * | 1994-02-25 | 2000-11-08 | 许布奈橡胶塑料公司 | Diagonal bewegliche gliederbruecke ALS teil eines uebergangs |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3806702A1 (en) * | 1988-03-02 | 1989-09-14 | Huebner Gummi & Kunststoff | LINKED BRIDGE AS PART OF A SEPARABLE CAR TRANSITION |
DE3839716A1 (en) * | 1988-11-24 | 1990-05-31 | Huebner Gummi & Kunststoff | FRONT SIDE OF A RAILWAY TOUR |
CN1074371C (en) * | 1995-07-06 | 2001-11-07 | 许布奈橡胶塑料公司 | Articulated bridge |
US6292968B1 (en) * | 1999-09-10 | 2001-09-25 | Mclain Perry E. | Articulated bridge |
ATE507127T1 (en) * | 2009-06-08 | 2011-05-15 | Huebner Gmbh | ELEMENT BRIDGE OF A TRANSITION BETWEEN TWO VEHICLES COUPLED IN AN ARTICULATION |
DE102015214747A1 (en) | 2015-08-03 | 2017-02-09 | Siemens Aktiengesellschaft | Transition device for rail vehicles |
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DE3347082A1 (en) * | 1983-12-24 | 1985-07-04 | Phoenix Ag, 2100 Hamburg | Intercommunicating gangway for passenger carriages of railway vehicles |
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US4667604A (en) * | 1985-08-08 | 1987-05-26 | Thrall Car Manufacturing Company | Autorack railroad car improved bridge plate support structure |
-
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- 1986-08-22 DE DE19863628627 patent/DE3628627A1/en active Granted
-
1987
- 1987-04-04 AT AT87105049T patent/ATE52973T1/en not_active IP Right Cessation
- 1987-04-04 DE DE8787105049T patent/DE3762828D1/en not_active Expired - Fee Related
- 1987-04-04 EP EP87105049A patent/EP0257185B1/en not_active Expired - Lifetime
- 1987-07-14 US US07/073,016 patent/US4802417A/en not_active Expired - Fee Related
- 1987-08-18 JP JP62203602A patent/JPS6353166A/en active Pending
- 1987-08-19 FI FI873579A patent/FI89147C/en not_active IP Right Cessation
- 1987-08-19 CA CA000544911A patent/CA1297343C/en not_active Expired - Lifetime
- 1987-08-21 DK DK437487A patent/DK165872C/en not_active IP Right Cessation
- 1987-08-21 AU AU77317/87A patent/AU591857B2/en not_active Ceased
- 1987-08-21 NO NO873544A patent/NO167557C/en unknown
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DE539581C (en) * | 1930-08-08 | 1931-11-30 | Philipp Kremer Dr Ing | Transition platform for cars with movable bars |
DE806859C (en) * | 1939-06-29 | 1951-06-18 | Manuf De Caoutchouc Michelin P | Connecting bridge between two railroad cars |
DE3305062A1 (en) * | 1983-02-14 | 1984-08-16 | Hübner Gummi- und Kunststoff GmbH, 3500 Kassel | Intercommunicating gangway for rail vehicles |
DE3347082A1 (en) * | 1983-12-24 | 1985-07-04 | Phoenix Ag, 2100 Hamburg | Intercommunicating gangway for passenger carriages of railway vehicles |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2642373A1 (en) * | 1989-02-01 | 1990-08-03 | Caoutchouc Manuf Plastique | Deformable floor for the passage of heavy goods vehicles between road or rail transport vehicles |
EP0441069A1 (en) * | 1990-02-05 | 1991-08-14 | Caoutchouc Manufacture Et Plastiques Societe Anonyme | Ductile floor for the passage of heavy road vehicles between railway transport vehicles or road transport vehicles |
EP0583491A1 (en) * | 1992-08-08 | 1994-02-23 | HÜBNER Gummi- und Kunststoff GmbH | Bridge elements of a disconnectable intercommunication passage between articulated vehicles |
CN1058237C (en) * | 1994-02-25 | 2000-11-08 | 许布奈橡胶塑料公司 | Diagonal bewegliche gliederbruecke ALS teil eines uebergangs |
WO1997002168A1 (en) * | 1995-07-06 | 1997-01-23 | Hübner Gummi- Und Kunststoff Gmbh | Articulated bridge |
US5771812A (en) * | 1995-07-06 | 1998-06-30 | Hubner Gummi-Und Kunststoff Gmbh | Articulated gangway |
Also Published As
Publication number | Publication date |
---|---|
DK437487D0 (en) | 1987-08-21 |
DE3628627C2 (en) | 1991-10-24 |
JPS6353166A (en) | 1988-03-07 |
AU591857B2 (en) | 1989-12-14 |
FI89147B (en) | 1993-05-14 |
DE3762828D1 (en) | 1990-06-28 |
NO873544D0 (en) | 1987-08-21 |
DK165872B (en) | 1993-02-01 |
FI89147C (en) | 1993-08-25 |
NO167557B (en) | 1991-08-12 |
US4802417A (en) | 1989-02-07 |
DK165872C (en) | 1993-06-28 |
FI873579A0 (en) | 1987-08-19 |
ATE52973T1 (en) | 1990-06-15 |
EP0257185B1 (en) | 1990-05-23 |
DK437487A (en) | 1988-02-23 |
DE3628627A1 (en) | 1988-02-25 |
FI873579A (en) | 1988-02-23 |
NO167557C (en) | 1991-11-20 |
AU7731787A (en) | 1988-02-25 |
CA1297343C (en) | 1992-03-17 |
NO873544L (en) | 1988-02-23 |
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