Transition bridge for providing a transition between a first vehicle section and a second vehicle section of a vehicle, as well as a vehicle with such a transition bridge.

Description

[0001] The present invention relates to a transition bridge for providing a transition between a first vehicle part and a second vehicle part of a vehicle. The present invention further relates to a vehicle with such a transition bridge.

[0002] Such transition bridges can be designed as combination bridges, also called "combi bridges" for short, and serve to provide a safe crossing for passengers, particularly of a rail vehicle or bus, between two adjacent vehicle sections. The transition bridges have a centering element on which a first floor plate, a second floor plate, and a tread plate are typically movably mounted to compensate for the relative movements that occur between the first and second vehicle sections during operation. The first floor plate is adjacent to the first vehicle section, and the second floor plate to the second vehicle section, while the tread plate is positioned between the two floor plates, slightly overlapping them.Further information on such transition bridges can be found in EP 0 331 121 A2, EP 0 669 243 A1, EP 2 500 230 A1, DE 20 2015 103 938 U1, EP 0 958 981 A1 and EP 0 722 873 A1.

[0003] On long-distance trains, the connecting bridges are primarily used by passengers to move from one section of the train to the next. Passenger dwell time is therefore relatively short. However, on subways and metros, especially during peak hours, a large number of passengers congregate on the connecting bridges. Consequently, the load on the bridges is very high, and they must be dimensioned accordingly, which, among other things, increases their weight.

[0004] The transition bridges are often surrounded by bellows to create a continuous, closed transition between two adjacent vehicle sections. Electrical cables and other supply lines, such as those for air conditioning, frequently run within these bellows. The vehicle sections are also connected by coupling devices. These components often run beneath the transition bridges. Therefore, for maintenance purposes, it is desirable to be able to remove the transition bridges quickly and easily to provide access to these components. The combination bridge shown in EP 2 457 796 A1 is generally suitable for use in underground railways and metros; however, the dismantling effort required for maintenance is relatively high. EP 2 700 553 A1 proposes a transition bridge that can pivot around a pivot axis.In case of maintenance, this can be rotated around its pivot axis with relatively little effort, thus providing access to the elements located below the transition bridge in relation to its intended arrangement. The pivot axis runs between the vehicle section and the base plate, so that the force flow through the centering element also passes through the base plate and only then into the vehicle section. The same is the case with the combination bridge disclosed in EP 4 035 911 A1. The load-bearing capacity of these transition bridges is limited, particularly due to the force flow through the relatively thin base plate, which is why they are only conditionally suitable for use in underground railways and metros.

[0005] The object of one embodiment of the present invention is to propose a transition bridge for a transition between a first and a second vehicle section, which makes it possible to remedy the aforementioned disadvantages. In particular, the transition bridge should, on the one hand, enable quick and easy access to components arranged between two adjacent vehicle sections and, on the other hand, be suitable for use under high loads such as those occurring in subways and metros. Furthermore, one embodiment of the present invention aims to provide a vehicle that can be equipped with such a transition bridge.

[0006] This problem is solved by the features specified in claims 1 and 15. Advantageous embodiments are the subject of the dependent claims.

[0007] One embodiment of the invention relates to a transition bridge for a transition or a transition between a first vehicle part and a second vehicle part of a vehicle, wherein the first vehicle part has a first end wall and the second vehicle part has a second end wall and the transition bridge comprises at least a centering element with a first end and a second end, at least a first base plate, at least a second base plate and at least a step plate, which are movably connected to the centering element in a plane of the plates, and a pivot axis attached to or cooperating with the first end wall and running within the plane of the plates or parallel to the plane of the plates, wherein, in order to rotatably connect the centering element to the first end wall, the pivot axis passes through the centering element at the first end or in the area of ​​the first end.

[0008] In the present transition bridge, the first base plate, the second base plate, and the tread plate are connected to the centering element. The centering element can be designed as a scissor mechanism. However, the first base plate is not directly connected to the first end wall. Instead, the centering element is rotatably connected to the first end wall about the axis of rotation. This can be achieved, for example, by attaching a projection with an opening to the first end wall, with the axis of rotation passing through the opening. The centering element is connected to the axis of rotation at its first end or in the region of its first end in such a way that it can rotate about the axis of rotation. While the centering element may include components to provide the rotatable connection to the axis of rotation, these components generally do not have any further functions.In particular, the components are not base plates or the like. The axis of rotation can, for example, be formed by a rod or a bolt.

[0009] The force flow therefore runs directly between the first end wall and the centering element, which is why the present transition bridge is suitable for high loads. In particular, the first base plate, which is understood to be the base plate proximal to the first end wall, is not directly connected to the first end wall, but, as explained, only indirectly to the centering element and is therefore not part of the force flow. As a result, unlike the combination bridges shown in EP 2 457 796 A1, EP 2 500 230 A1 and DE 20 2015 103 938 U1, the rotation only occurs about a common axis of rotation, so that there is no relative movement between the first base plate, the second base plate, the footplate and the centering element during rotation.Accordingly, in the combination bridge shown in EP 2 457 796 A1, the first base plate, the second base plate, the step plate and the centering element can only be rotated by a maximum of 20°, so that no usable access to the components located between two adjacent vehicle parts can be provided. In contrast, in the combination bridge according to the invention, an unlimited rotation is possible in principle.

[0010] The features "first end" and "second end" can be interpreted broadly, so that, for example, the axis of rotation could also pass through the center of the centering element somewhat further towards the center.

[0011] According to a further embodiment, the transition bridge can have a locking device with which the centering element at its second end and / or the second base plate can be detachably connected to the second end wall. The locking device ensures that no excessively large gap forms between the second base plate and the second end wall, which could pose a danger to the passengers of the vehicle. The size of the gap can be defined by the locking device in such a way that relative movements occurring during vehicle operation between the first and second vehicle sections are permitted without significant friction and the associated abrasion. Furthermore, any noise generated during these movements can be avoided.

[0012] In a further developed embodiment, a first end strip and / or a second end strip may be arranged on the first end wall, wherein the first axis of rotation may be attached to the first end strip and / or the locking device may cooperate with the second end strip to releasably fasten the centering element.

[0013] The first and second vehicle sections are often manufactured by different companies than the transition bridge. Consequently, the first and second end walls frequently cannot be adapted to the design details of the transition bridge. In contrast, the first and second end strips can be designed by the transition bridge manufacturer in a way that is optimal for the bridge's function and operation. The first and second end strips can be adapted to the specific design features of the respective first and second end walls with relatively little effort. In this respect, the first and second end strips act as a kind of adapter between the transition bridge and the first and second vehicle sections. Retrofitting vehicles that have been in service for some time is also possible with minimal effort using these end strips.However, it should be pointed out at this point that it is quite possible to attach the first axis of rotation to the first end wall and / or to design the locking device in such a way that it can cooperate with the second end wall to detachably fasten the centering element.

[0014] It should be noted here that, strictly speaking, in this embodiment the axis of rotation is no longer attached to the first end wall, but to the first end rail. However, the first end rail can be attached to the first end wall in such a way that the force flow continues largely directly from the centering element to the first end wall, without the first base plate or other components being involved in the force flow. At the very least, in this embodiment, the centering element interacts with the end wall using the first end rail.

[0015] In a further developed embodiment, the second end wall and / or the second end strip can have fastening sections into which counter-fastening sections of the transition bridge and, in particular, the second base plate and / or the centering element can be inserted. The fastening sections and the counter-fastening sections can be part of the locking device, which can be easily adapted to the design features of the first and second vehicle parts.

[0016] According to a further embodiment, the counter-fastening sections are rotatably mounted on the transition bridge and, in particular, on the second floor plate. As mentioned, the counter-fastening sections interact either with the second end wall and / or with the second end rail, in any case with the second vehicle section, while the transition bridge itself is mounted on the first vehicle section. Particularly during pitching movements of the two vehicle sections relative to each other, the rotational position of the counter-fastening sections relative to the second end wall, the second end rail, and / or the mounting sections would also change, which could subject the counter-fastening sections to increased loads or cause them to move out of the mounting sections.Due to the rotatable mounting of the counter-fastening sections, they can follow the rotational movements of the first and second vehicle sections relative to each other, thus preventing the aforementioned increased loads and displacement from the mounting sections. The rotatable mounting of the counter-fastening sections can be achieved, for example, by means of a bearing axis attached to the second base plate.

[0017] In another embodiment, the centering element or the transition bridge between a first rotational position in which the centering element and / or the second base plate can be connected or is connected to the second end wall, and a second rotational position, wherein retaining means for fixing the centering element or the transition bridge in the second rotational position are arranged on the first end wall.

[0018] In its first rotational position, the centering element, together with the first base plate, the second base plate, and the step plate, provides the transition between the first and second vehicle sections. To move the centering element from its first to its second rotational position, it is rotated approximately 90°. In the second rotational position, access is possible to vehicle components located beneath the transition bridge, particularly the coupling device, especially for inspection and maintenance purposes. In the second rotational position, the connection between the centering element and / or the second base plate and the second end wall is released, allowing the first and second vehicle sections to be separated.To prevent the centering element, along with the first base plate, the second base plate, and the footplate, from uncontrollably leaving the second rotational position, the transition bridge in this embodiment has retaining means. These retaining means can be arranged on the first end wall and, in the second rotational position, interact with the first base plate, the second base plate, and / or the footplate. Due to the connection of the first base plate, the second base plate, and the footplate with the centering element, the centering element is also fixed in the second rotational position. In this respect, the centering element interacts at least indirectly with the retaining means. A direct connection between the retaining means and the centering element would also be conceivable. The crucial point is that the transition bridge can be fixed in the second rotational position by the retaining means.The first rotation position can be determined, for example, by means of an alignment element which is attached to the second base plate and rests, for example, on a projection of the second end wall or the second end strip.

[0019] A further developed embodiment can be characterized by the fact that the transition bridge a first centering element with a primary first end and a primary second end and a second centering element with a secondary first end and a secondary second end, and / or a primary first base plate, a primary second base plate and a first tread plate, which are movably connected to the first centering element in the plane of the plate, and / or a secondary first base plate, a secondary second base plate and a second tread plate, which are movably connected to the second centering element in the plane of the plate, and / or a first axis of rotation attached to the first end wall or second end wall and extending within the plane of the plate or parallel to the plane of the plate, which passes through the first centering element at the primary first end or at the primary second end to connect the first centering element to the first end wall or the second end wall,and / or has a second axis of rotation attached to the first end wall or second end wall and extending within the plane of the plate or parallel to the plane of the plate, which passes through the second centering element at the secondary first end or at the primary second end to connect the second centering element to the first end wall or the second end wall.

[0020] In this embodiment, the transition bridge is divided into two parts and comprises a first subunit with a first centering element, a primary first base plate, a first step plate, and a primary second base plate. The transition bridge also comprises a second subunit with a second centering element, a secondary first base plate, a second step plate, and a secondary second base plate. While the first subunit is rotatably attached to the first end wall by means of the first centering element, the second subunit is rotatably attached to the second end wall by means of the second centering element. The dividing plane between the first and second subunits, where the base plates and step plates meet, runs parallel to the main direction of travel of the vehicle and, when the vehicle is traveling straight ahead or is in a straight line, perpendicular to the first and second end walls.

[0021] The first and second sub-units can be identical or largely identical in design, which is advantageous from a manufacturing perspective. Unlike a one-piece design, the sub-units are shorter and lighter, which facilitates assembly and transport, particularly to the installation site. Due to their lower weight, the first and second sub-units can be moved between their first and second rotational positions with less effort. Furthermore, for maintenance and inspection purposes, it may be sufficient to move only one of the sub-units into the second rotational position. The transition between the first and second vehicle sections is still possible with the other sub-unit, albeit with some limitations. This minimizes disruptions during maintenance or inspection.

[0022] Both the first and second subunits can be rotatably connected to a common axis of rotation, which can be located on either the first or the second end wall. However, if the first and second subunits are to be identical or largely identical in construction, it is advantageous to position the first subunit on the first end wall and the second on the second end wall, or vice versa. In this case, each subunit has its own axis of rotation to which it is rotatably connected.

[0023] The dividing plane between the first and second tread plates can be offset from the dividing planes between the primary first and secondary second tread plates, or between the primary second and secondary first tread plates. This creates overlapping areas between the first and second subunits, allowing loads to be transferred between them. Consequently, the loads on the first and second subunits are distributed more evenly than if the dividing plane between the tread plates and the dividing planes were aligned.

[0024] The number of subunits is not limited to two and can, in principle, be chosen arbitrarily. Three or four subunits could be advantageous in some applications.

[0025] According to a further embodiment, the transition bridge shall have a first locking device with which the first centering element at its primary second end or the primary second base plate can be connected to the first end wall or the second end wall, and / or the transition bridge shall have a second locking device with which the second centering element at its secondary second end or the secondary second base plate can be connected to the first end wall or the second end wall.

[0026] The first and second locking devices ensure that no excessively large gap forms between the primary second floor panel and the second end wall, or between the secondary second floor panel and the first end wall, which could pose a danger to the vehicle's passengers. The size of the gap can be defined by the first and second locking devices, respectively, so that relative movements occurring during vehicle operation between the first and second vehicle sections are permitted without significant friction and the associated wear. Furthermore, any noise generated during these movements can be avoided.

[0027] In another embodiment, the transition bridge may include a connecting element or structure with which the first and second tread plates can be connected to each other in a force-transmitting and detachable manner. The connecting structure can, for example, be designed as a tongue-and-groove joint. A connecting element could, for instance, be a rod arranged on the first tread plate that engages in a complementary recess on the second tread plate. In this way, loads can be transferred between the two subunits, resulting in a more even distribution of stress. Furthermore, this prevents one subunit from deforming significantly under particularly high loads while the other subunit deforms less due to a lower load.Steps caused by varying degrees of deformation, which passengers could trip over, are avoided.

[0028] In this embodiment, the connecting element is designed to interact with the first and second tread plates. However, this does not preclude the alternative or cumulative use of connecting elements that interact with the floor plates to transmit forces. The resulting technical effects are essentially the same as those achieved with a connecting element that interacts with the tread plates.

[0029] According to a further embodiment, the connecting body can have projections and / or recesses with which the first and second footplates can be brought into positive engagement by a movement along the plane of the plates. For this purpose, the connecting body can, for example, have an H-shaped cross-section. For instance, the first footplate can be inserted into one of the recesses and then screwed to the connecting body. The second footplate can be inserted into the second recess by a movement along the plane of the plates when the first and second subunits are in the first rotational position. To move the second footplate into the second rotational position, it is first moved out of the second recess and then moved into the second rotational position.

[0030] Alternatively, the connecting body can, for example, have one or more locking hooks that engage in locking sections of the second footplate. Besides locking the connection, the locking hooks also serve to transmit forces and moments between the subunits.

[0031] In a further developed embodiment, the connecting body have a first subsection connected to the first footplate and a second subsection connected to the second footplate.

[0032] In this embodiment, the connecting body is divided into two parts. This makes it possible to design the first subsection and the second subsection of the transition bridge to be identical or largely identical in construction, which is advantageous from a manufacturing perspective and simplifies assembly.

[0033] According to a further embodiment, the transition bridge can have a fixing device with which the first and second tread plates can be detachably connected to each other in such a way that the position of the first tread plate relative to the second tread plate can be fixed. As mentioned at the outset, the first and second centering elements are designed such that they allow movement of the base plates and the tread plates along the plane of the plates. As also mentioned, the connecting element can be designed such that a force-transmitting connection between the first and second tread plates is provided with movement parallel to the plane of the plates. However, this also means that, as a result of loads occurring during the operation of the vehicle, the force-transmitting connection between the first and second tread plates can be released.Because a fixing device is provided in this embodiment, such movement of the first and second tread plates parallel to the plane of the plates can be avoided. Consequently, the force-transmitting connection between the first and second tread plates is also prevented from being unintentionally released.

[0034] In a further developed embodiment, the fixing device comprising a first fixing body attached to the first footplate and / or a second fixing body attached to the second footplate, wherein the first fixing body can be engaged with the second footplate in a form-fitting or force-fitting manner and / or the second fixing body can be engaged with the first footplate in a form-fitting or force-fitting manner.

[0035] The fixing elements can be designed, for example, as rotating hooks that can be turned with a tool, such as a square wrench. Fixing elements in the form of snap hooks are also conceivable. In this way, the first and second footplates can be easily connected and disconnected. A screw connection, a plug connection, or a snap-fit ​​connection would also be possible.

[0036] In a further developed embodiment, the first end strip and / or the first end wall first fastening sections into which second counter fastening sections of the second locking device can be brought into positive engagement by means of a movement along the plane of the plate, and / or the second end strip and / or the second end wall second fastening sections into which first counter fastening sections of the first locking device can be brought into positive engagement by means of a movement along the plane of the plate.

[0037] The first and second fastening sections, as well as the first and second counter-fastening sections, can be part of the first locking device or second locking device, which can be easily adapted to the design features of the first and second vehicle parts.

[0038] According to a further embodiment, the first counter-fastening sections can be rotatably mounted on the primary second base plate and the second counter-fastening sections can be rotatably mounted on the secondary second base plate.

[0039] One embodiment of the invention relates to a vehicle with a first vehicle part and a second vehicle part, wherein the first vehicle part and the second vehicle part can be articulatedly connected or joined to each other by means of a coupling device and the vehicle has a transition bridge according to one of the previous embodiments.

[0040] The technical effects and advantages achievable with the proposed vehicle are essentially the same as those discussed for the existing transition bridge. In summary, it should be noted that a force flow can be established directly between the first end wall and the centering element, possibly including an end strip depending on the design, without the force flow passing through base plates or similar structural elements. This makes the vehicle suitable for high loads at the transition, which occur particularly in subways and metros.

[0041] Exemplary embodiments of the invention are explained in more detail below with reference to the accompanying drawings. These show Figure 1 shows a side view through a first embodiment of a transition bridge arranged between a first vehicle part and a second vehicle part of a vehicle, wherein the transition bridge is in a first rotational position. Figure 2 shows the Figure 1 The first embodiment of the transition bridge shown in a perspective view is also in the first rotation position, Figure 2B. Figure 1Figure 3 shows the first embodiment of the transition bridge in a perspective view in a second rotation position, Figure 4 shows a top view of a second embodiment of the transition bridge in the first rotation position, Figure 5 shows a perspective view of the second embodiment of the transition bridge in the second rotation position, Figure 6 shows a perspective view of the second embodiment of the transition bridge without the end wall of a vehicle part in the first rotation position, and Figure 7 shows a sectional view approximately along the Figure 5 defined section plane XX, Figure 7A an enlarged representation of the in Figure 5 defined section A, Figure 7 Legs: basic and enlarged representation of a part of the in Figure 7Adefined section B, Figure 8A a perspective view of the second embodiment of the transition bridge, wherein the transition bridge is in the first rotation position, Figure 8Legs enlarged view of the in Figure 8A defined section D, Figure 8C an enlarged representation of the in Figure 8A defined section E, Figure 9A an enlarged representation of the in Figure 7A defined section C from one of Figure 7A differing perspective, Figure 9 Legs Underside view of the in Figure 9A Figure 10 shows a section through the transition bridge approximately along the section plane YY defined in Figure 5, Figure 11 shows an enlarged view of the section shown in Figure 5. Figure 10 defined section F, Figure 12 an enlarged representation of the in Figure 4 defined section G in a first embodiment, and Figure 13 an enlarged view of the in Figure 4defined section G in a not in Figure 4 second embodiment shown.

[0042] In Figure 1 Figure 1 shows a first embodiment of a transition bridge 101 according to the present invention in a side view. The transition bridge 101 provides a transition between a first vehicle section 12 and a second vehicle section 14 of a vehicle 16, for example, a subway, a metro, or an articulated bus. The first vehicle section 12 and the second vehicle section 14 are shown only in principle. The first vehicle section 12 and the second vehicle section 14 are articulated and detachably connected to each other by means of a coupling device 18. The first vehicle section 12 forms a first end wall 20, and the second vehicle section 14 forms a second end wall 22. Furthermore, in Figure 1 A plate plane PE is defined, which will be discussed in more detail later.

[0043] Figure 2A and 2Bshow the in Figure 1 The depicted transition bridge 101 is shown in perspective views in a first rotation position and in a second rotation position. For reasons of clarity, compared to Figure 1 in particular the second end wall 22 is not shown.

[0044] As from Figure 2B As can be seen, the transition bridge 101 comprises two centering elements 34, each with a first end 36 and a second end 38. The centering element 34 is designed in the manner of a scissor frame. Furthermore, the transition bridge 101 has a first base plate 28, a second base plate 32, and a tread plate 30, which are located in a plane PE (see Figure 1 ) are movably connected to the centering element 34. The first base plate 28 and the second base plate 32 are bent at their free ends, facing away from the footplate 30, by slightly more than 90°.

[0045] Furthermore, the transition bridge 101 is provided with a pivot axis T, which is attached to or interacts with the first end wall 20 and runs within the plane of the plate PE or parallel to the plane of the plate PE. This pivot axis passes through the centering element 34 at its first end 36 to rotatably connect the centering element 34 to the first end wall 20. The features "first end" 36 and "second end" 38 can be defined broadly, so that, for example, the pivot axis T could also pass through the centering element 34 somewhat further towards its center.

[0046] Furthermore, the transition bridge 101 has a locking device 46 with which the centering element 34 at its second end 38 and / or the second base plate 32 can be detachably connected to the second end wall 22 (see Figure 1 are connectable.

[0047] A first end rail 401 is arranged on the first end wall 20, and a second end rail 402 is arranged on the second end wall 22, with the pivot axis T being attached to the first end rail 401. The pivot axis T can also be attached directly to the first end wall 20 (not shown). The locking device 46 interacts with the second end rail to position the centering element 34 in the Figure 2 to fix the rotational position shown. For this purpose, the second end wall 22 and / or the second end strip 402 have fastening sections 48 into which counter fastening sections 50 of the second base plate 32 and / or the centering element 34 can be inserted.

[0048] A reverse arrangement, in which the transition bridge 101 is rotatably mounted on a pivot axis T, which is attached to the second end wall 22 or to the second end rail 402, is also conceivable. The construction of the transition bridge described above also applies analogously to the reverse arrangement.

[0049] Figure 3Figure 1 shows a second embodiment of the transition bridge 102 in a top view. It can be seen that, according to the second embodiment, the transition bridge 102 has a first subunit 24 and a second subunit 26, which extends between the first end wall 20 and the second end wall 22 and thus provides the transition between the first vehicle section 12 (not shown) and the second vehicle section 14 (also not shown). The first subunit 24 comprises a primary first floor plate 281, a first step plate 301, and a primary second floor plate 321. Similarly, the second subunit 26 comprises a secondary first floor plate 282, a second step plate 302, and a secondary second floor plate 322. For this purpose, the first subunit 24 and the second subunit 26 are in a first rotational position.

[0050] In Figure 4 is the one in the Figure 1 and 2The transition bridge 102 shown is depicted using a perspective drawing. Figure 4 However, the first subunit 24 and the second subunit 26 are in a second rotational position, in which the first subunit 24 and the second subunit 26 are rotated by approximately 90° relative to the first rotational position. Figure 4 The figure clearly shows that the first subunit 24 is rotatably attached to the first end wall 20 and the second subunit 26 is rotatably attached to the second end wall 22, thus achieving a high degree of symmetry of the transition bridge 102, which allows the first subunit 24 and the second subunit 26 to be largely identical in construction. However, it is also possible to mount both the first subunit 24 and the second subunit 26 on a common axis of rotation, namely either on the first axis of rotation T1 or on the second axis of rotation T2.

[0051] It can be seen that the first subunit 24 further comprises a first centering element 341, with which the primary first base plate 281, the first footplate 301 and the primary second base plate 321 (cf. Figure 3 ) along the in Figure 1 The defined plate plane PE are movably connected. The first centering element 341 forms a Figure 4 concealed primary first end 361 and a primary second end.

[0052] The slab plane PE is essentially defined by the maximum extent of the base slabs 281, 282, 321, 322 and the stepping slabs 301, 302, such that the slab plane PE follows the rotation between the first rotation position and the second rotation position. With respect to the second rotation position in Figure 4 The first subunit 24 and the second subunit 26 can be moved essentially parallel to the first end wall 20 and the second end wall 22, in other words up and down, but also to the side.

[0053] The first subunit 24 is structurally identical to the second subunit 26. Therefore, the second subunit 26 has a second centering element 342, which is located in Figure 3 is concealed and therefore not visible (see here for more information) Figure 6 ). The second centering element 342 forms a secondary first end 362 and a secondary second end 382.

[0054] Figure 5 Figure 1 shows a perspective view of the transition bridge 102 without the first end wall 20. The view focuses on a first end rail 401, which is attached, or can be attached, to the first end wall 20 by fasteners such as screws or the like (not shown). The transition bridge 102 also includes a second end rail 402, which is attached to the second end wall 22.

[0055] Figure 6 The transition bridge 102 is shown in a cross-sectional view, approximately along the line in Figure 5defined cutting plane XX. The cutting plane XX passes through the second subunit 26 such that the second centering element 342 is visible. The second end plate 402 forms several receiving projections 42, each with a through bore 44, through which a second axis of rotation T2 passes, the second axis of rotation T2 being formed by a bolt or the like. The second centering element 342 is rotatably connected at its secondary first end 362 to the second axis of rotation T2, about which the second subunit 26 can rotate between the first and second rotation positions around the second axis of rotation T2, as can be seen, among other things, from a comparison of the Figures 2 and 3 emerges.

[0056] The first end plate 401 also forms corresponding receiving projections 42 and corresponding through-holes 44, through which a first axis of rotation T1 runs. The first centering element 341 is rotatably connected to the first axis of rotation T1 at its primary first end 361 (in Figure 6 (not visible due to the course of the section plane XX). The first subunit 24 is also rotatable between the first rotational position and the second rotational position about the first axis of rotation T1, which can also be seen from a comparison of the Figures 2 and 3 can be deduced.

[0057] Figure 7A shows the in Figure 5The defined section A is shown in enlarged form. The transition bridge 102 has a second locking device 462, with which the secondary second base plate 322 can be connected to the first end plate 401. For this purpose, the first end plate 401 is provided with first fastening sections 481, into which hook-shaped second counter-fastening sections 502 of the second locking device 462 can be brought into positive engagement by means of a movement along the plate plane PE. The first fastening sections 481 have an approximately L-shaped cross-section. Figure 7B is a general and not to-scale enlarged cross-sectional view through a Figure 7AThe second counter-fastening section 502 is shown in the marked section B. It can be seen that the second counter-fastening section 502 has a pin 52 that projects laterally from it. To connect the secondary second base plate 322 to the first end strip 401, the second sub-unit 26 is first moved from the second rotational position to the first rotational position, whereby the second sub-unit 26 is moved relative to the plate plane PE so that the pin 52 can be inserted into the first fastening section 481. To facilitate insertion, the first fastening sections 481 and the second counter-fastening sections 502 each have insertion ramps 54.

[0058] In Figure 8A is the one in the Figure 1 and 2 The transition bridge 102 shown is depicted using a perspective view, so that the transition bridge 102 is visible from below.

[0059] In Figure 8AThe first subunit 24 and the second subunit 26 are in the first rotation position. Figure 8B shows the in Figure 8A The defined section D is shown in an enlarged view, which depicts the second subunit 26. It can be seen that the second counter-fastening sections 502 are rotatably mounted on the secondary second base plate 322 by means of a bearing axis TS. The second counter-fastening sections 502 themselves are rotationally fixed to the bearing axis TS. The second centering element 342 is also traversed by the bearing axis TS at its secondary second end 382.

[0060] When the second subunit 26 is moved into the second rotational position, the bearing axis TS is also rotated about the second rotational axis T2 (see also Figure 6 The first subunit 24 is structured accordingly (not shown).

[0061] The second counter-fastening sections 502 come into contact with the base of the first fastening sections 481 in the first rotational position, thereby defining the first rotational position (see in particular Figure 7A As mentioned, the first end rail 401 is attached to the first end wall 20 of the first vehicle section 12. During operation, the rotational position of the first end rail 401 relative to the second floor plate 322 can change, particularly as a result of pitching movements. Consequently, the rotational position of the second counter-fastening sections 502 in the first fastening sections 481 would also change. As can be seen from the Figures 7A and 8B As can be seen, an alignment element 56 is arranged on the secondary second base plate 322, which comes into contact with the first end bar 401 in the first rotational position of the second subunit 26. In particular, Figure 8BIt is evident that the alignment element 56 is rotationally fixed to the bearing axis TS. Due to the alignment element 56's contact with the first end rail 401, the alignment element 56 follows changes in the rotational position of the first end rail 401 relative to the second base plate 322. These changes are transmitted by the alignment element 56 to the first axis of rotation T1 and from there to the second counter-fastening sections 502. Consequently, the second counter-fastening sections 502 also follow these relative movements, so that the rotational position of the second counter-fastening sections 502 in the first fastening sections 481 does not change.

[0062] Figure 8C shows the in Figure 8AThe defined section E is shown in an enlarged view. The first axis of rotation T1 is clearly visible, to which the first centering element 341 is rotatably connected to the first end wall 20 in the region of its primary first end 361. The first axis of rotation T1 is attached to the first end wall 20 or to the first end strip 401 by means of a receiving projection 42.

[0063] After the second counter-fastening sections 502 have been inserted into the first fastening sections 481, the second sub-unit 26 is moved slightly along the plane of the plate PE. As a result of this movement, the pin 52 is inserted into the closed Figure 7A The left section of the first fastening section 481 is inserted, creating an undercut and consequently a positive fit with respect to a rotational movement into the second rotational position. The second subunit 26 is therefore fixed in the first rotational position.

[0064] As mentioned, the first subunit 24 is structurally identical or at least largely identical to the second subunit 26. The first end plate 401 is also identical to the second end plate 402. Therefore, the transition bridge 102 includes a first locking device 461 with which the primary second base plate 321 can be connected to the second end plate 402. The second end plate 402 has second fastening sections 482 into which first counter-fastening sections 501 of the first locking device 461 can be inserted in the manner described in order to fix the first subunit 24 in the first rotational position (see, for example, Figure 1). Figure 11 and 12 ).

[0065] Figure 9A shows the in Figure 7A defined section C enlarged and from a slightly different perspective and Figure 9B Section C is shown from below. Figure 7 and 8Figure 1 shows a fixing device 58 with which the first footplate 301 and the second footplate 302 can be detachably connected to each other when they are in the first rotational position. The fixing device 58 comprises a first fixing body 601 and a second fixing body 602, which are each rotatably mounted about a first fixing body axis 621 and a second fixing body axis 622, respectively, in the first footplate 301 and the second footplate 302, respectively, and can be rotated, for example, with a square key. From the Figure 9 It can be seen that the first fixing body 601 and the second fixing body 602 are each hook-shaped. In Figure 9BThe fixing device 58 is in the closed position. In this position, the first fixing body 601 engages the second fixing body axis 622 of the second fixing body 602. Similarly, the second fixing body 602 engages the first fixing body axis 621 of the first fixing body 601. The first fixing body 601 and the second fixing body 602 have fixing sections 64 which approximate the shape of the first fixing body axis 621 and the second fixing body axis 622 in order to create a minimal positive fit in the closed position. In the closed position, this prevents movement of the first footplate 301 and the second footplate 302 along the plane PE of the plate. In particular, the first footplate 301 and the second footplate 302 cannot be moved in the direction indicated by the arrow R.This prevents the aforementioned undercut of the pin 52 from being removed and the first subunit 24 and the second subunit 26 from leaving the first rotational position.

[0066] To release the fixing device 58, the first fixing body axis 621 and the second fixing body axis 622 can be turned, for example, using a square key.

[0067] Figure 10 shows a cross-sectional view through transition bridge 102 approximately along the line in Figure 5 defined cutting plane YY. Figure 11 shows the in Figure 10 The defined section D is shown in enlarged form. A connecting body 66 can be seen, which is divided into a first subsection 68 connected to the first footplate 301 and a second subsection 70 connected to the second footplate 302 (see also). Figures 7A , 8 and 9 ). Due to the chosen cutting plane, in the Figures 10 and 11The second subsection 70 can be identified, which is structurally identical to the first subsection 68. The second subsection 70 has an H-shaped cross-section and consequently two recesses 72. The second subsection 70 is connected to the second tread plate 302 via one of the recesses 72, with the second tread plate 302 resting against the bottom of the recess 72. The first tread plate 301 can be inserted into the opposite recess 72 of the second subsection 70 by the movement described above along the plate plane PE. To facilitate insertion, the second subsection 70 has insertion ramps 54. When inserted, a gap remains between the bottom of the respective recess 72 and the first tread plate 301, for example, to compensate for expansions due to temperature increases or tolerance deviations.The connecting body 66 allows the first step plate 301 and the second step plate 302 to be detachably connected to each other. For example, if the first step plate 301 is subjected to a load, this load is at least partially transferred to the second step plate 302, thus distributing the load more evenly across the transition bridge 102. An embodiment in which the floor plates 281, 282, 321, 322 can additionally or alternatively be connected to the connecting body 66 in the manner described is not shown.

[0068] The following also contributes to the even distribution of loads within the transition bridge 102: As can be seen in particular from the Figure 3As can be seen, the first subunit 24 and the second subunit 26 do not abut each other along a single separation plane. Rather, the first stepping plate 301 and the second stepping plate 302 abut each other at a stepping plate separation plane TET, the primary first base plate 281 and the secondary second base plate 322 abut each other at a first base plate separation plane TEM1, and the secondary first base plate 282 and the primary second base plate 321 abut each other at a second base plate separation plane TEM2, whereby a gap may remain in each case for the reasons mentioned. The stepping plate separation plane TET, the first base plate separation plane TEM1, and the second base plate separation plane TEM2 run parallel and offset from each other.

[0069] As can be seen particularly from the Figures 6 and 7AAs can be seen, the first step 301 and the second step 302 are arranged on the floor slabs 281, 282, 321, 322 and form an overlap area UEB. For example, when the first step 301 is loaded, the staggered arrangement of the step slab separation plane TET, the first floor slab separation plane TEM1, and the second floor slab separation plane TEM2 ensures that this load is transferred not only to the primary first floor slab 281 and the primary second floor slab 321, but also to the secondary second floor slab 322. This also contributes to a more even distribution of the load on the transition bridge 102.

[0070] The Figures 12 and 13 Each shows an enlarged representation approximating the one in Figure 4defined section E in a first embodiment and a second embodiment, respectively. In both figures, the first subunit 24 is in the second rotational position. To fix the first subunit 24 in the second rotational position, the transition bridge 102 is equipped with retaining means 74. These comprise, in the Figure 12In the illustrated embodiment, a first pin 761 and a second pin 762 are arranged on and protrude from the first end wall 20. The first pin 761 can be inserted into an eye of the primary first base plate 281, and the second pin 762 into an eye of the primary second base plate 321. A cotter pin 78 is inserted into both the first pin 761 and the second pin 762 for securing, thereby holding the first subunit 24 against the first end wall 20 and consequently in the second rotational position. The use of a single pin and a single eye, which could also be arranged in the first footplate 301, is also conceivable.

[0071] The holding devices according to the in Figure 13The illustrated embodiment features two lever locks which interact with corresponding locking hooks 80 arranged on the secondary first base plate 282 and the first footplate 301 to hold the first subunit 24 in the second rotational position. Similarly, the second subunit 26 can be connected to the second end wall 22 in the second rotational position (not shown). Reference symbol list

[0072] 101, 102 Transition bridge 12 First vehicle section 14 Second vehicle section 16 Vehicle 18 Coupling device 20 First end wall 22 Second end wall 24 First sub-unit 26 Second sub-unit 28, 281, 282 First base plate 30, 301, 302 Footplate 32, 321, 322 Second base plate 34, 341, 342 Centering element 36, 361, 362 First end 38, 381, 382 Second end 40, 401, 402 End strip 42 Receiving projection 44 Through hole 46, 461, 462 Locking device 48, 481, 482 Fastening section 50, 501, 502 Counter-fastening section 52 Pin 54 Lead-in chamfer 56 Alignment element 58 Fixing device 601, 602 Fixing body 621, 622 Fixing body axis 64 Fixing section 66 Connecting body 68 First subsection 70 Second subsection 72 Recess 74 Retaining element 76 Pin 78 Cotter pin 80 Locking hook PE plate level RP arrow T, T1, T2 axis of rotation TS bearing axis TEM floor plate separation level TETT step plate separation level UEB overlap area

Claims

1. Transitional bridge (101, 102) for providing a gangway between a first vehicle part (12) and a second vehicle part (14) of a vehicle (16), wherein the first vehicle part (12) has a first wagon-end face (20) and the second vehicle part (14) has a second wagon-end face (22), comprising - at least one centering element (34, 341, 342) having a first end (36, 361, 362) and a second end (38, 381, 382), - at least one first base plate (28, 281, 282), at least one second base plate (32, 321, 322), and at least one tread plate (30, 301, 302) which are connected to the centering element (34, 341, 342) so as to be movable in a plate plane (PE), and - a rotation axis (T, T1, T2) fastenable to the first wagon-end face (20) or designed therefore, cooperating with the first wagon-end face (20) and running within the plate plane (PE) or parallel to the plate plane (PE), - wherein in order to rotatably connect the centering element (34, 341, 342) to the first wagon-end face (20), the rotation axis (T, T1, T2) passes through the centering element (34, 341, 342) at the first end (36, 361, 362), characterized in that - the rotation occurs only about the common rotation axis (T, T1, T2), with the result that during rotation there is no relative movement between the first base plate (28, 281, 282), the second base plate (32, 321, 322), and the tread plate (30, 301, 302) on the one hand and the centering element (34, 341, 342) on the other.

2. Transitional bridge (101, 102) according to claim 1, characterized in that the transitional bridge (101, 102) has an interlocking device (46, 461, 462) with which the second base plate (32, 321, 322) and / or the second end (38, 381, 382) of the centering element (34, 341, 342) are detachably connectable to the second wagon-end face (22).

3. Transitional bridge (101, 102) according to either of claims 1 and 2, characterized in that - a first wagon-end strip (401) can be arranged on the first wagon-end face (20) and / or - a second wagon-end strip (402) can be arranged on the second wagon-end face (22), wherein - the first rotation axis (T, T1, T2) is fastened to the first wagon-end strip (401) and / or the interlocking device (46, 461, 462) interacts with the second wagon-end strip (402) in order to detachably fasten the centering element (34, 341, 342).

4. Transitional bridge (101, 102) according to any of the preceding claims, characterized in that the second wagon-end strip (402) has fastening portions (48, 481, 482) into which mating fastening portions (50, 501, 502) of the second base plate (321, 3229 and / or of the centering element (34, 341, 342) are introducible.

5. Transitional bridge (101, 102) according to claim 4, characterized in that the mating fastening portions (50, 501, 502) are rotatably mounted on the transitional bridge.

6. Transitional bridge (101, 102) according to any of the preceding claims, characterized in that the centering element (34, 341, 342) is movable between - a first rotational position in which the centering element (34, 341, 342) and / or the second base plate (32, 321, 322) is connectable to the second wagon-end face (22) and - a second rotational position, wherein - holding means (74) for securing the centering element (34, 341, 342) in the second rotational position are arrangeable on the first wagon-end face (20).

7. Transitional bridge (101, 102) according to any of the preceding claims, characterized in that the transitional bridge (101, 102) has - a first centering element (341) having a primary first end (361) and a primary second end (381), and a second centering element (342) having a secondary first end (362) and a secondary second end (382), and / or - a primary first base plate (281), a primary second base plate (321), and a first tread plate (301) which are connected to the first centering element (341) so as to be movable in the plate plane (PE), and / or - a secondary first base plate (282), a secondary second base plate (322), and a second tread plate (302) which are connected to the second centering element (342) so as to be movable in the plate plane (PE), and / or - a first rotation axis (T1) which is fastened to the first wagon-end face (20) or second wagon-end face (22), runs within the plate plane (PE) or parallel to the plate plane (PE), and in order to connect the first centering element (341) to the first wagon-end face (20) or to the second wagon-end face (22), passes through the first centering element (341) at the primary first end (361) or at the primary second end (382), and / or - a second rotation axis (T2) which is fastened to the first wagon-end face (20) or second wagon-end face (22), runs within the plate plane (PE) or parallel to the plate plane (PE), and in order to connect the second centering element (342) to the first wagon-end face (20) or to the second wagon-end face (22), passes through the second centering element (342) at the secondary first end (362) or at the primary second end (381).

8. Transitional bridge (101, 102) according to claim 7, characterized in that - the transitional bridge (101, 102) has a first interlocking device (461) with which the primary second base plate (321) or the primary second end (381) of the first centering element (341) is connectable to the first wagon-end face (20) or the second wagon-end face (22), and / or - the transitional bridge (101, 102) has a second interlocking device (462) with which the secondary second base plate (322) or the secondary second end (382) of the second centering element (342) is connectable to the first wagon-end face (20) or the second wagon-end face (22).

9. Transitional bridge (101, 102) according to either of claims 7 and 8, characterized in that the transitional bridge (101, 102) comprises a connecting body (66) with which the first tread plate (301) and the second tread plate (302) are force-transmittingly and detachably connected to one another.

10. Transitional bridge (101, 102) according to claim 9, characterized in that the connecting body (66) has projections and / or recesses (72) with which the first tread plate (301) and the second tread plate (302) can be brought into form-fitting engagement by means of a movement along the plate plane (PE).

11. Transitional bridge (101, 102) according to either of claims 9 and 10, characterized in that the connecting body (66) has - a first sub-portion (68) connected to the first tread plate (301) and - a second sub-portion (70) connected to the second tread plate (302).

12. Transitional bridge (101, 102) according to any of claims 7 to 11, characterized in that the transitional bridge (101, 102) has a securing device (58) with which the first tread plate (301) and the second tread plate (302) are detachably connectable to one another in such a way that the position of the first tread plate (301) can be set relative to the second tread plate (302).

13. Transitional bridge (101, 102) according to claim 12, characterized in that the securing device (58) comprises - a first securing body (601) fastened to the first tread plate (301) and / or a second securing body (602) fastened to the second tread plate (302), wherein - the first securing body (601) can be brought into form-fitting or force-fitting engagement with the second tread plate (302) and / or - the second securing body (602) can be brought into form-fitting or force-fitting engagement with the first tread plate (301).

14. Transitional bridge (101, 102) according to any of claims 8 to 13, characterized in that - the first wagon-end strip (401) and / or the first wagon-end face (20) first fastening portions (481) into which second mating fastening portions (502) of the second interlocking device (462) can be brought into form-fitting engagement by means of a movement along the plate plane (PE), and / or - the second wagon-end strip (402) and / or the second wagon-end face (22) second fastening portions (482) into which first mating fastening portions (501) of the first interlocking device (461) can be brought into form-fitting engagement by means of a movement along the plate plane (PE).

15. Vehicle having a first vehicle part (12) and a second vehicle part (14), wherein the first vehicle part (12) and the second vehicle part (14) are connectable or connected to one another in an articulated manner by means of a coupling device (18) and the vehicle (16) has a transitional bridge (101, 102) according to any of the preceding claims.