EP3121086B1 - Rail vehicle with bridge element for bridging a gap between a door and a platform - Google Patents

Description

The present invention relates to a rail vehicle with a bridge element for bridging a gap between a floor of the rail vehicle and a platform in the region of a door.

When a rail vehicle stops at a platform, a gap is formed between the rail vehicle and the platform, forming a danger zone for passengers entering or exiting. In the prior art, various solutions are given as to how such a gap can be bridged.

A common means for gap bridging, for example, extendable sliding steps, such as out WO 2010/072585 A1 known.

Sliding steps or extendable steps have the problem that a gap between the vehicle and platform edge can not always be completely bridged. Furthermore, these devices often have a complex design and usually require an actively operated mechanism that is prone to failure, which can lead to failure of the movement mechanism. Furthermore, treads are inflexible in adapting to different platform levels, resulting in a height offset between tread and platform level.

US 1,045,009 A which is generic to the present invention, shows an extendable step for a rail vehicle, which is coupled via a mechanism with a door. Through this mechanism, the tread is extendable and can be applied to a platform platform when the door is opened, and retractable when the door is closed.

JP 2006 240597 A shows an extendable step for a rail vehicle, which can be applied to a platform platform and for this purpose has frontal rubber damping strips. The object of the invention is to provide a solution for one or more of the above problems.

The invention relates to a rail vehicle according to claim 1. According to a basic idea of the invention, an elastically deformable bridge element is provided, which is deformable in the vertical direction, upwards or downwards, so that a height difference between the vehicle floor and platform can be bridged or reduced. Due to the deformation of the bridge element up a height offset between the vehicle floor and platform is compensated or reduced. The elastically deformable bridge element can be deformed upwards when stopped at a platform. Here, a straight running or inclined tread surface may arise, which may have a bend. As a result, a height offset between the vehicle floor and platform or a step formed between the vehicle and the platform can be completely or at least partially bridged.

A bridge element may also be referred to as a "bridge", tread element or "kick".

The bridge element according to the invention can cooperate with a guide element, which is provided on the platform, that is locally stationary. By the guide element on the platform, the bridge element, in particular the front side of the bridge element is brought in a predetermined position relative to the platform.

The front side is a side facing away from the vehicle or away from the vehicle side of the bridge element. In other words, the front side is the side which is the end side of the bridge element viewed from the vehicle or is the starting side from the platform. Stated another way, the end face is the side of the bridge element which is adjacent to the platform, in particular a side wall of the platform.

Upon contact with the guide member on the platform, a force can be exerted on the bridge member by which the bridge member is deformed. In particular, the bridge element is deformed upwards. In particular, the bridge element is deformed upwards by the guide element such that a height difference between the vehicle floor and the platform is bridged or reduced.

According to a basic idea of the invention, a guide element can be provided on the bridge element, which can interact with a guide element in the region of the platform. A desired deformation can be impressed on the bridge element by guide elements, wherein a guide element is formed or attached to the bridge element and a further guide element is provided on the platform. Upon interaction of the two guide elements, a deformation of the bridge element is effected.

Due to the spatial arrangement of the guide elements, in particular a guide element on the platform, the bridge element can be brought into a defined position and / or shape. A defined position is in particular a position of the front side of the bridge element relative to the platform. The front side of the bridge element is the side facing away from the vehicle of the bridge element. The front side may be formed, for example, as a front edge or end face.

The first guide element and the second guide element can form a sliding bearing when contacting or cooperating. The first guide element and the second guide element can form a roller bearing upon contact or cooperation. Upon movement of the bridge element relative to the platform can thus be made a sliding bearing or a rolling bearing of the bridge element on the platform.

A deformation of the bridge element can take place in different directions. The bridge element can be deformed in the vertical direction and / or the bridge element can be deformed in the direction of the vehicle, in particular compressed in the direction of the vehicle. Vertical deformation compensates or partially compensates for a vertical offset between the vehicle floor and the platform. During compression, a horizontal gap between rail vehicle and platform is filled or closed with the compressed bridge element. Of the bridge element according to the invention one or both of these functions can be fulfilled.

• Es ist möglich, den Bahnsteig näher zu dem Fahrzeug hin anzuordnen und einen Kontakt zwischen Fahrzeug und Bahnsteig vorzusehen.
• Unterschiedlich breite horizontale Spalte zwischen Fahrzeug und Bahnsteig können durch entsprechend starke Verformung des Brückenelements ausgeglichen werden.
• Ein vertikaler Versatz kann reduziert werden. Es ist möglich, einen Teil einer Höhendifferenz oder eine vollständige Höhendifferenz zwischen Fahrzeugboden und Bahnsteig zu kompensieren bzw. auszugleichen.

By the described deformability of the bridge element in different directions, in particular a compression in the direction of the vehicle and / or a Deformation in the vertical direction (also referred to as deflection or bending in this invention) achieves the following advantages:

• It is possible to place the platform closer to the vehicle and to provide contact between the vehicle and the platform.
• Differently wide horizontal gaps between vehicle and platform can be compensated by correspondingly strong deformation of the bridge element.
• A vertical offset can be reduced. It is possible to compensate for a part of a height difference or a complete height difference between the vehicle floor and the platform.

• Es wird ein einfaches und passiv bewegliches System auf der Fahrzeugseite bereitgestellt.
• Das Brückenelement kann mit einfachen bahnsteigseitig angebrachten Führungselementen in geeignete Form und/oder Lage gebracht werden.
• Die Gestaltung der Spaltüberbrückung ist einfach, billig und nahezu wartungsfrei.
• Es ist möglich, einen vertikalen Versatz des Fahrzeuges, beispielsweise bis zu +/-30 mm, auszugleichen.
• Das Brückenelement ist mit verschiedensten Typen von Türschwellen kombinierbar und verschiedensten Türmechanismen kombinierbar.
• Das Brückenelement ist leicht vom Fahrzeug entnehmbar, beispielsweise für Austausch oder Wartung.
• Es kann eine gute Griffigkeit der betretbaren Oberfläche, je nach Ausprägung des Brückenelements, geschaffen werden.
• Das erfindungsgemäße Konzept kann leicht an bereits existierenden Fahrzeugen und Bahnsteigen nachgerüstet werden
• Das erfindungsgemäße Konzept ermöglicht eine Kompatibilität. Es ist möglich, das Konzept in ein bestehendes Netzwerk einzubringen, in dem weiterhin auch Fahrzeuge oder Bahnsteige ohne das erfindungsgemäße Konzept vorhanden sind.
• Das erfindungsgemäße Konzept ermöglicht eine Mischung aus konventionellen Brückenelementen, oder keinen Brückenelementen, und erfindungsgemäßen Brückenelementen an demselben Fahrzeug. Das erfindungsgemäße Brückenelement kann nur an einigen Türen eines Fahrzeugs angebracht sein, beispielsweise Türen, die für/bei Rollstuhlzonen im Fahrzeug vorgesehen sind.

The invention further achieves the following advantages, in general or in specific embodiments:

• A simple and passively mobile system is provided on the vehicle side.
• The bridge element can be brought into a suitable shape and / or position with simple guide elements mounted on the platform side.
• The design of the gap bridging is simple, cheap and virtually maintenance-free.
• It is possible to compensate for a vertical offset of the vehicle, for example up to +/- 30 mm.
• The bridge element can be combined with a wide variety of door thresholds and combined with a variety of door mechanisms.
• The bridge element is easily removable from the vehicle, for example, for replacement or maintenance.
• It can be a good grip of the accessible surface, depending on the nature of the bridge element created.
• The inventive concept can easily be retrofitted to existing vehicles and platforms
• The inventive concept allows compatibility. It is possible to incorporate the concept into an existing network in which vehicles or platforms without the concept according to the invention continue to be present.
• The inventive concept allows a mixture of conventional bridge elements, or no bridge elements, and bridge elements according to the invention on the same vehicle. The bridge element according to the invention can be attached only to some doors of a vehicle, for example, doors that are provided for / in wheelchair areas in the vehicle.

Specified by the invention is a rail vehicle, comprising a partially elastically deformable or elastically deformable as a whole bridge element for bridging or reducing a gap between a floor of the rail vehicle and a platform in the region of a door and / or for bridging or reducing a height offset between a floor of the rail vehicle and a platform in the region of a door, wherein the bridge element is mounted below the door on the outside of the rail vehicle, wherein on the bridge element, a first guide element is formed or attached, which is contacted with a second guide element provided on the platform, so when interacting a force can be exerted on the bridge element by the first and second guide elements, by means of which the bridge element is deformable,
wherein the bridge element comprises a sequence of elastically deformable elastomeric elements, each separated by rigid intermediate elements.

Below the door means below the door opening or below one or more door leaves.

The first guide element can be contacted with a second guide element provided on the platform. When contacting so when interaction of first and second guide element, a force on the bridge element is exercised, through which the bridge element is deformable.

The first guide element is mounted or formed in one embodiment on a lower edge or on an underside of the bridge element.

A deformation of the bridge element on a platform takes place in particular by compression and / or shear. A compression preferably takes place in the direction transverse to the rail vehicle longitudinal axis. A compression takes place in particular when bridging a gap between the vehicle and the platform. A shear of the bridge element is preferably upwards. The direction of shear is defined by the direction of the shear force. Compression takes place especially when bridging a height offset between the vehicle and the platform. Mentioned guide elements may be arranged and / or configured such that compression and / or shear is possible.

The attachment on the outside of the rail vehicle is preferably such that the bridge element is fixed at a fixed position below the door. The bridge element is fixed, for example, on a car body, a side wall, or a substructure of the rail vehicle. The attachment is preferably such that the bridge element connects without height offset or with low height offset to a floor of the rail vehicle. With the ground is meant the accessible to passengers floor in the interior of the vehicle, especially in the door area.

Exemplary rail vehicles are long-distance trains, commuter trains, commuter trains, trams, subways.

In one embodiment, the first guide element is formed or mounted on the bridge element such that a force can be exerted on the first guide element in the vertical direction by the second guide element on the platform. This force preferably leads to deformation of the bridge element by shear. For example, the first guide element is arranged on an underside of the bridge element. The first guide element may be provided with a second guide element on the platform, which, when the rail vehicle stops below the bridge element is arranged, contact. Due to the vertical force, the bridge element can be deformed upwards.

In particular, the first guide element has one or more points of attack, for example in the form of a sliding surface or an outer surface of a rolling element, which are directed downward. In such downwardly directed points of attack is an upward force exerted by the second Führungslement on the platform, through which the bridge element is deformed upward.

In one embodiment, by contact of the bridge element with the platform, a force in the vehicle transverse direction, also referred to as Y-direction, can be exerted on the bridge element. This compresses the bridge element towards the vehicle. Different width gaps between the car body and platform can be bridged by correspondingly strong compression of the bridge element.

The contact of the bridge element with the platform preferably takes place on an end face of the bridge element. The contact of the bridge element with the platform can take place via a subsequently described second sliding element or second rolling element, which can be contacted with the platform.

The first guide element may have a sliding element or be designed as a sliding element. In particular, the first guide element has a sliding surface. The sliding surface preferably points downwards. A sliding element or a sliding surface is suitable for providing a sliding bearing. The guide element may comprise a material which gives the guide element sliding properties, which in particular forms a mentioned sliding element or a sliding surface. Such a material is preferably a material with a low coefficient of friction and / or with at least one smooth surface which can form a sliding surface. Exemplary materials are plastic, preferably non-elastomeric plastic, such as Teflon, or metal. Alternatively or additionally, the sliding member or the sliding surface may be treated with a lubricant or treated with a lubricant.

A provided at the platform second guide member which can cooperate with the first guide member may comprise a sliding element or as Be formed sliding element. In particular, the second guide element may have a sliding surface. The second guide element, or a sliding element or a sliding surface may be formed as described above for the first guide element. A sliding surface of a first guide element and a sliding surface of a second guide element can slide on one another or slide along one another during the interaction of the guide elements. The first and second guide members may form a sliding guide or a plain bearing.

The first guide element may be rail-shaped. Such a rail-shaped element may have a sliding surface as described above.

In one embodiment of the invention, the first guide element may comprise at least one rolling element or be formed as at least one rolling element. For example, one or more rollers may be provided on the guide element. The rolling element is in particular rotatable about an axis of rotation which is transverse to the rail vehicle. In particular, an axis of rotation of a rolling element in the straight-ahead position of wheels of the vehicle is parallel to the axis of rotation of the wheels of the vehicle.

By means of at least one rolling element, the first guide element along a second guide element, which is provided on the platform, movable. For example, the second guide element may have a surface on which the first guide element can be moved by means of rolling elements. A reverse arrangement is possible, wherein the second guide element (platform side) has rollers and the first guide element has a surface.

In one embodiment of the invention, a sliding element is attached or formed on the front side of the bridge element. The sliding element preferably has a sliding surface pointing away from the vehicle. This sliding surface may come into contact with a platform, in particular with a side surface of a platform, which may be formed between track bed and platform edge or platform edge. With the sliding element, a friction between the bridge element and the platform is reduced when the bridge element touches the platform and is preferably compressed in the direction of the vehicle. On the side of the platform another sliding element may be provided which is attached to the sliding element attached to the bridge element or is formed, cooperates. A slider formed or mounted on the bridge member is particularly formed of a material having a low coefficient of friction. The same may apply to a platform-side slider.

In one embodiment, a rolling element is attached to the front side of the bridge element. This rolling element can in particular roll along a side surface of the platform, which extends in particular between track bed and platform edge. Purpose of the rolling element is the reduction of friction when the bridge element comes into contact with the platform and is preferably compressed in the direction of the vehicle.

In one embodiment of the invention, the bridge element has a rigid end element, also referred to as a closure element, which has an outer side which forms the end face of the bridge element. The outer side may be formed as an outer surface, which is preferably a vertically or substantially vertically extending surface, wherein the outer surface forms the end face of the bridge element. The end element is for example an end profile or an end plate, also referred to as end profile or end plate. At such a rigid end member, the mentioned first guide member may be mounted or formed, preferably at a lower edge. At the rigid end member, a previously described sliding member may be attached or formed.

In one embodiment of the invention, a previously mentioned rigid end element with at least one joint is articulated to the rail vehicle such that it is movable in the longitudinal direction of the rail vehicle and at the same time movable toward the rail vehicle. With the aid of the at least one joint, when looking at the door opening of the rail vehicle, the end element can perform a combined movement to the side and to the rail vehicle or to the door. The movement that allows movement of the end member with the hinge is a pivotal movement.

The joint may be a hinge connection such that a previously mentioned rigid end element is articulated to the rail vehicle via at least one articulated connection. Subsequently, when a joint is mentioned, a joint connection can be used.

The at least one joint can be designed such that a parallelogram guide of the rigid end element is achieved, in particular a parallelogram guide relative to the rail vehicle, in particular to a side wall or a substructure of the rail vehicle.

• in Querrichtung (Y) des Fahrzeugs,
• in Längsrichtung (X) des Schienenfahrzeugs.

The at least one joint preferably allows translational movements of the rigid end element in the following spatial directions:

• in the transverse direction (Y) of the vehicle,
• in the longitudinal direction (X) of the rail vehicle.

Preferably, the joint additionally allows a translational movement of the rigid end element in the vertical direction (Z), as explained below.

• eine rotatorische Bewegung um eine Drehachse, die zu einer Längsachse des Fahrzeugs parallel ist oder damit identisch ist,
• eine rotatorische Bewegung um eine vertikale Drehachse, die zu einer vertikalen Achse des Fahrzeugs parallel ist oder damit identisch ist bzw die vertikal zur Längsachse des Fahrzeugs ist.

The at least one joint preferably prevents a rotational movement of the rigid end element, preferably any rotational movement. In particular, the at least one joint is configured such that a rotational movement of the end element about one or more of the following axes of rotation is prevented:

• a rotational movement about an axis of rotation parallel to or identical to a longitudinal axis of the vehicle,
• a rotational movement about a vertical axis of rotation parallel to or identical to a vertical axis of the vehicle, or vertical to the longitudinal axis of the vehicle.

Preferably, the hinge additionally prevents rotation of the rigid end member about an axis of rotation transverse to the longitudinal axis of the vehicle. Preferably, one or more joints causes a vertical or substantially vertical course of an outer surface of the end element to be maintained when the rigid end element moves, when the end element has such an outer surface. This can be achieved by blocking or preventing rotational movement of the rigid end element through the joint.

In a specific embodiment of the invention, the aforementioned joint is configured such that the end element is movable in the vertical direction, that is to say translationally movable in the vertical direction. In other words, the joint allows in this special embodiment, a translational degree of freedom in the vertical direction. This height compensation is achieved when the bridge element is deformed in the vertical direction.

In a variant, the joint is translationally movable in the vertical direction. An articulated with the hinge end element is thus also movable in the vertical direction by movement of the joint. In this variant, at least one stop may be present which limits a translatory movement of the joint in the vertical direction. Preferably there is an upper stop limiting upward movement of the hinge and a lower stop limiting downward movement.

In another variant, the joint has two joint elements, which are movable relative to each other in the vertical direction.

The elastomeric element is preferably formed of natural elastomer, for example rubber, or elastomeric plastic. The elastomeric element is designed in particular as a hollow body, for example tubular. An elastomeric element can be positively, positively and / or materially connected to other, preferably rigid elements of the bridge element.

As already mentioned, the bridge element has a sequence of the elastomer elements, which are each separated from one another by rigid intermediate elements, for example, rigid intermediate elements in the form of plates or profiles are formed. In this case, the bridge element both elastically deformable zones and rigid zones, whereby an advantageous combination of deformability and rigidity, for the purpose of bridge stability when entering, is obtained.

In a special development, the rigid intermediate elements can be entered on the upper side of the bridge element. The rigid intermediate elements can protrude over elastomeric elements or at least flush with elastomeric elements, so that they are accessible. Accessibility of the rigid intermediate elements creates a sense of stability on the part of the passenger entering the bridge, since the entered rigid intermediate elements are not yielding.

The bridge element can, without contact between the first guide element and the second guide element provided on the platform, have a neutral position taking. The neutral position is also referred to as neutral form, because the bridge element is not repositioned on the vehicle, but is deformed in itself. The neutral position is assumed, for example, when the vehicle is outside a station or away from a platform and no deformation force is exerted on the bridge. The neutral position is preferably a downwardly deformed, in particular down sheared position of the bridge element. Most preferably, the neutral position is the most downward deformed position.

In an advantageous variant, the bridge element is deformed from the neutral position in the vertical direction upon contact between the first guide element and the second guide element. In particular, the bridge element is coupled to a spring element which is also deformed during the deformation of the bridge element and which exerts a restoring force on the bridge element upon decontacting of the first guide element and the second guide element, whereby the bridge element is returned to the neutral position. In particular, the spring element is relaxed in the neutral position and is stretched out of the neutral position upon deformation of the bridge element. The restoring force thus generated causes loss of contact of the guide elements a return movement or recovery of the bridge element in its neutral position.

• Fahren eines erfindungsgemäßen Schienenfahrzeugs neben einen Bahnsteig und hierbei
• Kontaktieren eines ersten Führungselementes, das am dem Brückenelement ausgebildet oder angebracht ist, mit einem an dem Bahnsteig vorgesehenen zweiten Führungselement, wobei durch das Zusammenwirken von erstem und zweitem Führungselement eine Kraft auf das Brückenelement ausgeübt wird, durch die das Brückenelement verformt wird.

In a further aspect, the invention relates to a method for bridging a gap between a floor of a rail vehicle and a platform in the region of a door, and / or for bridging a height offset between a floor of the rail vehicle and a platform in the region of a door, comprising:

• Driving a rail vehicle according to the invention next to a platform and this
• Contacting a first guide element formed or mounted on the bridge element with a second guide element provided on the platform, wherein a force is exerted on the bridge element by the interaction of the first and second guide element, by which the bridge element is deformed.

The method may use any of the features described above, individually or in any combination, as long as the resulting rail vehicle is within the scope defined by claims 1-15.

Furthermore, in the method, steps, movements or activities which have been described above on the basis of the mechanism of action of a rail vehicle according to the invention and a bridge element according to the invention can be carried out individually and in any desired combination.

Fig. 1

ein erfindungsgemäßes Schienenfahrzeug, ausschnittweise, mit einem außen angebrachten erfindungsgemäßen Brückenelement

Fig. 2

einen Querschnitt durch ein erfindungsgemäßes Schienenfahrzeug und einen Bahnsteig

Fig.3a, b

das Zusammenwirken von Führungselementen am Bahnsteig und Brückenelement in seitlicher Perspektive, einmal in der Ausführungsform gemäß Fig. 2 (Fig. 3a) und in alternativer Ausführungsform (Fig. 3b)

Fig. 4a,

b eine Detailansicht der Fig. 2 mit verschieden starker Verformung in y-Richtung

Fig. 5a, b

Eine Verformung des Brückenelements in Z-Richtung und eine Neutralposition

Fig. 6a,

b eine Draufsicht auf das Brückenelement und einen Bahnsteig, wobei das Brückenelement gelenkig an einem Schienenfahrzeugwagen angebunden ist, in verschiedenen Gelenkpositionen

Fig. 7a, b

einen Querschnitt entlang A-A aus Fig. 6a bei einem vertikal beweglichen Gelenk in zwei verschiedenen Gelenkpositionen

Fig. 8

eine Draufsicht auf das Gelenk aus Fig. 7a und 7b

Fig. 9

eine Sicht auf das Gelenk aus Fig. 7a und 7b von der Seite

Fig. 10a, b

eine alternative Ausführungsform eines vertikal verschiebbaren Gelenks in gleicher Perspektive wie in Fig. 7a und 7b

The invention will be described below with reference to exemplary embodiments. Show it

Fig. 1

a rail vehicle according to the invention, in sections, with an externally mounted bridge element according to the invention

Fig. 2

a cross section through an inventive rail vehicle and a platform

Fig.3a, b

the interaction of guide elements on the platform and bridge element in a lateral perspective, once in the embodiment according to Fig. 2 ( Fig. 3a ) and in an alternative embodiment ( Fig. 3b )

Fig. 4a,

b is a detail view of Fig. 2 with different degrees of deformation in the y-direction

Fig. 5a, b

A deformation of the bridge element in the Z direction and a neutral position

6a,

b is a plan view of the bridge element and a platform, wherein the bridge element is hinged to a rail vehicle car, in different joint positions

Fig. 7a, b

a cross section along AA Fig. 6a in a vertically movable joint in two different joint positions

Fig. 8

a plan view of the joint Fig. 7a and 7b

Fig. 9

a view of the joint Fig. 7a and 7b of the page

Fig. 10a, b

an alternative embodiment of a vertically displaceable joint in the same perspective as in Fig. 7a and 7b

Fig. 1 shows a detail of a rail vehicle 1, here a composite of modules 2, 3 tram. The modules are connected by the bellows 4 in the region of the rotary pitch joint, not shown. Below the door 5, which is a double-wing sliding door, the bridge element 6 is attached to the outside of the rail vehicle 1. The bridge element 6 extends over the entire width of the door or behind the door opening. The view of the viewer falls in Fig. 1 on the front side of the bridge element. 6

In Fig. 2 is shown a cross section through the rail vehicle 1 in the region of the door. The closed door leaf 7, for example, the left door in Fig. 1 , is shown in cross-section. The opened and shifted to the side door is shown by the reference numeral 7 '. To open the door is 7 in Fig. 1 outwards, toward the viewer and to the side of the bellows 4, moves. Accordingly, the door 8 is in Fig. 1 moved outwards and to the right in the direction of the window 9. When opening the door leaf 7 or the door leaf 8, the tread 9 is exposed, which forms the outer, door-side edge of the bottom 10 of the rail vehicle. In Fig. 2 Further, the lower structure 11 of the rail vehicle, the wheel 12 and the rail 13, on which the wheel 12 runs, are shown. The rail 13 is embedded in the road 14.

Fig. 2 shows the holding situation of the rail vehicle 1 at a platform 15. Between the bottom 10 of the rail vehicle 1, here the outermost edge of the step threshold 9 and the edge 16 of the platform 15 of the horizontally extending gap S _{1 is} formed, which is bridged by the bridge element 6.

The bridge element 6 has an inner profile 17, which is T-shaped in cross-section and which is bolted to the base 11 of the rail vehicle 1. Platform side, an outer profile 18 is provided that is a rigid end member in the context of this invention and is arranged on the front side of the bridge element 6. Between the inner profile 17 and the outer profile 18, a sequence of elastomeric elements 20a, b, c, d is provided, each by rigid intermediate elements in the form of plates 19a, b, c are separated. The plates 19 a, b, c are parallel to each other and parallel to the side wall 21 of the platform 15, which extends from the platform edge 16 to the surface of the road 14.

The elastomer elements 20a, b, c, d can be glued, screwed and / or vulcanized to the plates 19a, b, c, which is not shown in detail. Also, the inner side elastomeric element 20a may be glued, screwed and / or vulcanized with the inside profile 17 and the outer Elastormerelement 20d may be glued to the outer profile 18, screwed and / or vulcanized, which is also not shown in detail.

The elastomeric elements 20a-c may be vulcanized onto the metal plates 19a-c and the profile 17 and the profile 18 at the respective contact points, thereby forming a cohesive connection.

The elastomeric elements 20a, b, c, d are tubular or tubular, the tube cross-section being oval. This hollow body structure with an inner cavity results in improved deformability. On the deformation of the bridge element 6 will be discussed with reference to later figures.

At the bottom of the outer rigid profile element 18, a slide bar 22 is attached. The end profile 18 is L-shaped in the lower region and under the lateral leg of the L-profile, the slide bar 22 is mounted, which is in the direction of the observer of the Fig. 2 extends. The slide strip 22 is a first guide element in the context of this invention.

On the side of the platform 15, locally stationary, the second guide member 23 is arranged. The second guide member 23 is also formed in the form of a slide bar or slide and extends in the direction of the viewer. The guide element 23 is arranged in the ceiling at the transition between the road surface 14 and platform side surface 21.

When the rail vehicle 1 moves to the platform 15, the guide element 22 on the bridge element 6 and the platform-side guide element 23 can come into contact. The first guide element 22 and the second guide element 23 slide each other. For this purpose, the first guide member 22 on the lower side sliding surface 24 and the second guide member 23, the upper side sliding surface 25. On deformation of the bridge member 6 in cooperation of the guide elements 22, 23 will be discussed with reference to later figures.

On the outer profile 18 of the bridge member 6, a slide strip 26 is further provided, by which a low-friction contact between the bridge element 6 and side surface 21 of the platform 15 is effected.

Fig. 3a shows the view of the side surface 21 of the platform 15, wherein the view of the viewer through the bridge element 6 passes through the end profile 18, other parts of the bridge element are therefore not shown. The end profile 18 is shown transparent, so that the structure of the side surface 21 of the platform 15 is visible. The longitudinal extent of the guide elements 22, 23 in the longitudinal direction of the rail vehicle (X direction) can be seen. The length of the outer profile 18 in the X direction corresponds to the width of the door 5 (FIG. Fig. 1 ).

The platform-side guide element 23 is attached to the platform side wall 21 with screw 26. Bevels 27 are provided at the beginning and at the end of the track-side guide element 23 to reduce the impact energy between the first guide element 22, which is moved together with the vehicle 1 and the second guide element 23 at the platform during retraction of a rail vehicle 1. The inclinations of the bevels 27 may be made smaller, to allow a largely shock-resistant contact.

In Fig. 3b an alternative embodiment is shown. The first guide element 22 is not formed as a sliding strip 22, but in the form of a plurality of rollers 28 which are hinged to the outer profile 18.

In the embodiment according to Fig. 3a The first guide element 22 and the second guide element 23 form a sliding bearing. In the embodiment according to Fig. 3b the first guide elements 28 and the second guide element 23 form a rolling bearing.

Fig. 4a shows a section Fig. 2 in the area of the bridge element 6. The in Fig. 4a shown items have already been shown Fig. 2 explained and the reference numerals are chosen identically. In addition to Fig. 2 a vertical surface 29 is shown on the outside of the end profile 18, which is opposite to the side surface 21 of the platform 15. Between the surfaces 21, 29, the sliding member 26 is arranged. The so-called second sliding member 26 has the sliding surface 30 which slides along the side surface 21 of the platform 15. The vertically extending surface 29 forms the end face of the bridge element 6, so that the sliding element 26 is attached to the end face of the bridge element 6. Alternatively, one or more rollers may be attached to the profile 18 at the front end by which a rolling support of the profile 18 is provided on the side surface 21 of the platform 15. Rolls are not shown. The slide strip 26 may have the same or similar dimensions in the X direction as the slide strip 22, the in Fig. 3a is shown in the X direction.

Fig. 4a and 4b show a section along BB from the following Fig. 6a in deformation situations of the bridge element 6 to the vehicle. In Fig. 4a is the bridge element 6 in the Y direction, ie in the vehicle transverse direction, slightly compressed and the gap S ₁ between footboard 9 and platform edge 16 is bridged. As already mentioned above, the running board 9 forms a part or a continuation of the floor 10 of the rail vehicle 1 Fig. 4b is the bridge element 6 compressed more in the Y direction, since between the tread bar 9 and platform edge 16, a smaller gap S _{2 is} formed. In the situation of Fig. 4b the rail vehicle 1 is closer to the platform 15. A deformation of the bridge element 6 takes place by compression of the elastomer elements 20a, b, c, d in the Y direction.

In Fig. 4a and 4b Further, the state of deformation of the bridge member 6 is shown upward. In a neutral position, ie without the bridge element 6 being in contact with a platform 15 or a guide element 23, the profile 18 and thus the guide element 22 assume a lower position. When the contact of the guide elements is made as in Fig. 4a, b shown, the bridge element 6 is sheared upwards. This is added at Fig. 5 again received.

Fig. 5a and 5b show a section along BB from the following Fig. 6a in deformation situations of the bridge element 6 upwards or downwards. Fig. 5a , b show a deformation of the bridge element 6 in the Z direction upwards ( Fig. 5a ) or Z-direction down ( Fig. 5b ).

In the Fig. 5a, b deformations shown in addition to those in Fig. 4b to a lesser extent in Fig. 4a shown deformations, which is a compression occur. In Fig. 5a is the ground level at the front edge of the treadle 9 below the level of the platform 15, so that a height offset H ₁ occurs. In the situation in Fig. 5b is the level of the floor 10 at the front edge of the tread 9 higher than the platform level and it is a height offset H _{2 formed} in the reverse direction.

In the situation of Fig. 5a A pressure is exerted on the bridge element 6 via the second guide element 23 on the platform 15, ie a pressure in the Z direction, whereby the bridge element 6 is deformed upwards. In other words, a force is introduced from the guide element 23 via the guide element 22 on the bridge element 6 and on the outer profile 18. Characterized in that the bridge member 6 is fixed with the inner profile 17 on the rail vehicle 1 at a fixed position on the rail vehicle 1, the bridge member 6 is sheared upwards, so that a deformation takes place by shearing. The elastic shear deformation is realized by deformation of the elastic members 22a-d. Due to the shearing of the bridge element 6, an upward rise in the direction of the platform edge 16 occurs on the upper side of the bridge element and the vertical offset H ₁ is bridged.

In Fig. 5b the neutral position of the bridge element 6 is shown. The bridge element 6 does not touch a platform or a guide element 23 at a platform. The neutral position is therefore taken in particular while driving outside a train station. In the neutral position, the end face of the bridge element 6, formed here by the outer profile 18, occupies the lowest position in the Z direction. In this example, in the neutral position, the bridge member is deformed downwardly and forms a sloping slope from the vehicle. This shape of the bridge member 6 in neutral position may be made by the weight of the bridge member 6, or by a preload or biasing force that can be caused by a spring, as explained below.

Fig. 6a shows a plan view of the bridge element 6, the platform 15 and the bottom 10 of the vehicle 1 from above. Visible is the longitudinal extent in the X direction of the outer profile 18, which already from another perspective Fig. 3a is shown. Of the profile 18, the lower leg is shown on the (hidden) guide element 23rd rests. The guide element 22 is located below the profile 18 and is not visible in this view, since facing away from the viewer. Is recognizable in Fig. 6a Further, the longitudinal extent of the plate-shaped intermediate elements 19a, b, c. It can also be seen that a plurality of sets of elastomer elements 20 are present along the vehicle longitudinal axis X-axis or along the longitudinal axis of the bridge element 6. Individually provided with reference numerals are the elastomeric elements 20a-d which have already been described in the preceding figures. The other sets Elastormerelemente 20 right and left thereof are constructed in an analogous manner. Alternatively, it may be provided to guide elastomeric elements over the entire length in the X direction of the bridge element 6.

In the Fig. 6a illustrated bridge 6 also has two joints 39, 40, whereby the outer profile 18 is articulated to the rail vehicle 1. Each of the joints 39, 40 has articulated arms 41, 42 (see Fig. 7 ) and two perpendicular to the plane of the drawing in the z-direction of rotation axes D1, D2 for the articulated arms 41, 42nd

In Fig. 6b the movement of the outer profile 18 made possible by the joints 39, 40 is shown. When the rail vehicle 1 moves in the X direction next to the platform, the sliding strip 26 comes into contact with the side wall 21 of the platform 15 and the bridge element 6 is compressed in the Y direction, as in FIG Fig. 4b shown. Since friction between slide strip 26 and platform sidewall 21 remains, the outer profile 18 is against the direction of travel, ie in Figure Fig. 6b pressed to the left. The bridge element 6 is sheared to the left, in the -X direction, which is represented by the offset of the elastomer elements 20 and the plates 19a-c. The position of the outer profile 18 is stabilized by the joints 39, 40, which cause about the articulated arms 41, 42 a Parallellogrammführung the outer profile 18. The outer profile 18 is moved in the -Y direction toward the vehicle and in the -X direction toward the left. The Parallellogrammführung of the profile 18 forms the shear of the bridge element 6 from.

The joints 39, 40 cause the outer surface 29 of the profile 18 to maintain its relative course to the lateral surface 21 of the platform, which is ideally assumed to be perpendicular. By the parallel loop with the joints 39, 40 are only translations of the profile 18 with respect to the platform 15 in the X and Y direction and optionally in the Z direction, see the following figures allows and prevents relative rotation of the profile 18 against the platform 15.

• eine rotatorische Bewegung um eine Drehachse, die zu einer Längsachse (X) des Fahrzeugs parallel ist oder damit identisch ist. Als Längsachse kann hier die eingezeichnete X-Achse angenommen werden, die sich in Längsrichtung des Fahrzeugs erstreckt.
• eine rotatorische Bewegung um eine vertikale Drehachse, die zu einer vertikalen Achse (Z) des Fahrzeugs parallel ist oder damit identisch ist bzw die vertikal zur Längsachse (X) des Fahrzeugs ist. Als vertikale Achse des Fahrzeugs kann die eingezeichnete Achse Z angenommen werden.
• eine eine rotatorische Bewegung um eine Drehachse (Y), die zur Längsachse des Fahrzeugs quer steht.

The joints prevent rotation of the end member 18 following axes of rotation:

• a rotational movement about an axis of rotation parallel to or identical to a longitudinal axis (X) of the vehicle. As a longitudinal axis here the drawn X-axis can be assumed, which extends in the longitudinal direction of the vehicle.
• a rotational movement about a vertical axis of rotation which is parallel to or identical to a vertical axis (Z) of the vehicle or which is vertical to the longitudinal axis (X) of the vehicle. As the vertical axis of the vehicle, the drawn axis Z can be assumed.
• a rotational movement about an axis of rotation (Y) transverse to the longitudinal axis of the vehicle.

Fig. 7a and Fig. 7b show a section along AA Fig. 6a , in two different situations of movement of the joint 40.

The joint 40 has the articulated arm 42. At the outer end of the articulated arm 42 is rotatably connected via the pin 43 to the axis of rotation D2. At the inner end of the articulated arm 41 is connected via the pin 44 to the holding member 45 rotatably connected to the rotation axis D1.

The holding element 45 is above the in Fig. 7b . 8th and 9 shown steel sheet 46 attached to the hinge 47. The hinge 47 is bolted to the base 11 of the rail vehicle 1.

The steel blade 46 allows translation of the entire joint 40 in the vertical direction Z. The steel blade causes by its rigidity also setting a neutral position, as shown Fig. 9 still explained.

Fig. 7a shows the hinge 40 at the lowermost position along the Z axis, the neutral position described above, which corresponds to the shape of the bridge element in FIG Fig. 5b corresponds, as explained below. The holding element 45 abuts against the lower leg 48 of the joint carrier 47.

Fig. 7b shows the uppermost translational position along the Z-axis of the joint 40, for example, the shape of the bridge element in Fig. 5b equivalent. The holding element 45 abuts in this example on the upper leg 49 of the joint guide 47 and the bent steel strip 46 is visible in this view.

Due to the fact that the joint 40 can be displaced upward from the neutral position in a predefined area, the hinged outer profile 18 of the bridge element 6 can also be displaced upward from the neutral position. Thereby, the Parallellogrammanlenkung of the outer profile 18 of a shear deformation of the bridge member 6 upwards or downwards, in Fig. 5a, b is shown with accomplish. Shear upwards according to Fig. 5a is a translation of the joint 40 upwards required.

Fig. 8 shows a view of the joint structure Fig. 7a and 7b from above. Like reference numerals have the same meaning as generally in these examples. In an interrupted view, the steel strip 46 can be seen from above, which is fastened with one end to the holding element 45 and with another end on the fastening element 50, which in turn is connected in a manner not shown in turn to the car body, for example a substructure 11. For example, the fastener 50 on the hinge 47 is made Fig. 7a, b attached.

Fig. 9 shows a view in the Y direction. Shown are a neutral position N of the steel strip 46 and thus of the joint 40 shown as the lower dashed / dotted line. Shown are also two possible, and not exclusive, deflection position in Z-direction upward, represented by the dashed / dotted lines L1 and L2.

In Fig. 9 are the steel strip 46 and the joint 40 in the lowest position, the neutral position N also in Figure 7a is shown. This position takes the joint 40, for example in the in Fig. 5b shown situation.

If the bridge element 6 comes into contact with a guide element 23 at a platform 15, the bridge element 6 is sheared upward as in FIG Fig. 7b is shown, and the joint 40 is moved upward, represented by the arrow in the Z direction. In a corresponding manner, the joint 39 is moved upward. The steel band will bent and takes on the side of the joint 40, for example, one of the layers L1 or L2, resulting in an S-shaped profile of the belt 46. Shown by truncated line is the position of the steel strip in L1

If the vehicle leaves the station and the bridge element 6 loses contact with the guide element 23 on the platform 15, then it assumes the neutral position again. The elastic band 46 goes back to its original position N, in a straight, unstrained shape, and thereby exerts a biasing force on the bridge member 6 and so that it is the neutral position of the Fig. 5b occupies.

10a and 10b show an alternative embodiment of a joint, which allows a translational movement of the end profile 18 in the vertical direction Z. The profile 18 is rotatably connected to the articulated arm 52 via the pin 53. The articulated arm 52 is articulated above the pin 54 to the hinge bracket 55, which is fixed to the car body base 11. The end profile 18 is displaceable relative to the articulated arm 52 in the Z direction. Likewise, the articulated arm 52 is displaceable in the Z direction relative to the joint carrier 55. The displacement takes place along the pins 53 and 54, respectively.

Fig. 10a shows the lowest position of the outer profile 18, which corresponds to a neutral position, and Fig. 10b the uppermost position of the outer profile 18, which can be taken when the bridge member 6 is sheared upwards.

Claims (16)

1. A rail vehicle (1), comprising
   a bridge element (6, 65), which is partially resiliently deformable or wholly resiliently deformable, for bridging or reducing a gap (S₁, S₂) between the floor (10) of the rail vehicle and a platform (15) in the region of a door (5), and/or for bridging or reducing a difference in height (H₁) between the floor of the rail vehicle and a platform in the region of a door,
   wherein the bridge element is attached externally to the rail vehicle beneath the door,
   wherein a first guide element (22, 24, 28) is formed on or attached to the bridge element (6; 65) and can be contacted by a second guide element (23) provided on the platform (15), such that, when the first and second guide element cooperate, a force can be exerted onto the bridge element, and the bridge element can be deformed as a result,
   characterised in that
   the bridge element (6) has a sequence of resiliently deformable elastomer elements (20a, 20b, 20c, 20d), which are separated from one another by rigid intermediate elements (19a, 19b, 19c).
2. The rail vehicle (1) according to claim 1, wherein the first guide element (22, 24, 28) is formed on or attached to the bridge element (6; 65) in such a way that a force can be exerted onto the first guide element (22, 24, 28) in a vertical direction via the second guide element (23).
3. The rail vehicle (1) according to either one of the preceding claims, wherein the first guide element (22, 24, 28) comprises a sliding element or is formed as a sliding element (22, 24), or comprises at least one rolling element or is formed as a rolling element (28).
4. The rail vehicle (1) according to any one of the preceding claims, wherein, as a result of contact between the bridge element and the platform, a force can be exerted onto the bridge element (6; 65) in the vehicle transverse direction (Y), such that the bridge element (6; 65) can be compressed in the direction of the rail vehicle.
5. The rail vehicle (1) according to any one of the preceding claims, comprising at least one second sliding element (26) attached to or formed on the end face of the bridge element (6; 65), or comprising at least one rolling element which is attached to the end face of the bridge element (6; 65) and which can be contacted with the platform.
6. The rail vehicle (1) according to any one of the preceding claims, wherein the bridge element (6; 65) comprises a rigid end element (18), which comprises an outer side (29) which forms the end face of the bridge element (6; 65).
7. The rail vehicle (1) according to claim 6, comprising at least one joint (39, 40, 51), by means of which the end element (18) is hinged to the rail vehicle (1) in such a way that said end element is movable in translation in the longitudinal direction (X) of the rail vehicle and at the same time is movable in translation towards the rail vehicle (-Y).
8. The rail vehicle (1) according to claim 7, wherein the at least one joint (39, 40, 51) is embodied in such a way that the end element (18) is movable in translation in the vertical direction (Z).
9. The rail vehicle (1) according to either one of claims 7 or 8, wherein the joint is movable in translation in the vertical direction (Z).
10. The rail vehicle (1) according to claim 9, comprising at least one stop (48, 49), which delimits a movement in translation of the joint (40) in the vertical direction (Z).
11. The rail vehicle (1) according to any one of claims 7-10, wherein the at least one joint (39, 40, 51) is configured in such a way that the following movements of the end element (18) are prevented:

    - a rotary movement about an axis of rotation which is parallel to a longitudinal axis (X) of the vehicle or is identical thereto,

    - a rotary movement about a vertical axis of rotation, which is parallel to a vertical axis (Z) of the vehicle or is identical thereto.
12. The rail vehicle (1) according to claim 1, wherein the rigid intermediate elements (19a, 19b, 19c) on the upper side of the bridge element (6) can be walked on.
13. The rail vehicle (1) according to any one of the preceding claims, wherein the bridge element (6, 65) assumes a neutral position without contact between the first guide element (22, 24, 28) and the second guide element (23) provided on the platform, and wherein the bridge element (6, 65) is deformed in the vertical direction when there is contact between the first guide element (22, 24, 28) and the second guide element (23),
    wherein the bridge element (6, 65) is coupled to a spring element (46) which is also deformed as the bridge element deforms and which exerts a restoring force onto the bridge element (6, 65) as the contact between the first guide element (22, 24, 28) and the second guide element (23) is cancelled, whereby the bridge element is brought back into the neutral position.
14. The rail vehicle (1) according to any one of the preceding claims, wherein the bridge element (6) can be deformed in the vertical direction (Z) and the bridge element (6) can be deformed in the direction of the vehicle (-Y).
15. The rail vehicle (1) according to claim 14, wherein the bridge element (6) can be deformed by compression and shearing.
16. A method for bridging a gap (S₁, S₂) between the floor (10) of a rail vehicle and a platform (15) in the region of a door (5), and/or for bridging a difference in height (H₁) between the floor (10) of the rail vehicle (1) and a platform (15) in the region of a door (5), said method comprising the following steps:

    - driving a rail vehicle (1), as described in any one of claims 1 to 15, alongside a platform (15) and in so doing

    - contacting a first guide element (22, 24, 28), which is formed on or attached to the bridge element (6, 65), by means of a second guide element (23, 30) provided on the platform (15), wherein, due to the cooperation of the first and second guide element, a force is exerted onto the bridge element (6; 65), and the bridge element is deformed as a result.

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