EP2069181A1

EP2069181A1 - Gap-bridging device for train platforms

Info

Publication number: EP2069181A1
Application number: EP07800671A
Authority: EP
Inventors: Ueli Winkelmann; Robert Hug
Original assignee: Kaba Gilgen AG
Current assignee: Kaba Gilgen AG
Priority date: 2006-10-03
Filing date: 2007-10-01
Publication date: 2009-06-17
Also published as: CN101522502A; WO2008040138A1; US20100043664A1

Abstract

The invention relates to a device for the essentially complete bridging of the gap between the car floor of a rail vehicle in the door area and the platform with a gap bridging plate (1) for bridging the gap. The gap bridging plate (1) is mounted to be movable in a linear, horizontal direction at least between a retracted position in which the gap is not bridged and the gap bridging plate (1) essentially does not or only barely projects beyond the front edge of the platform or of the rail vehicle, and an extended position in which the gap is essentially completely bridged. The device is characterized in that the gap bridging plate (1) is mounted movably on two guide rails (6, 11), and the guide rails (6, 11) are designed as ball bearing linear guides or as roller linear guides.

Description

DESCRIPTION

TITLE Bridging device for platforms

TECHNICAL AREA

The present invention relates to the field of platform bridging devices, both to the field of bridging devices fixed to the platform and to the field of bridging devices attached to a rail vehicle in the door area. Specifically, the present invention relates to a device for substantially complete bridging of the gap between the car floor of a rail vehicle in the door area and the platform with a bridging plate for bridging the gap, wherein the bridging plate at least between a retracted position in which the gap is not bridged and the Bypass plate essentially not or only slightly over the front edge of the platform (in the case in which the bridging plate is slidably mounted on the platform) or the rail vehicle (in the case in which the bridging plate is slidably mounted on the rail vehicle) protrudes, and a extended position, wherein the gap is substantially completely bridged, is slidably mounted in a substantially linear horizontal direction.

PRIOR ART Bridging devices of the type mentioned in the introduction have already been known for a long time. For example, EP 0913307 describes a device which is intended to be fastened to the rail vehicle. In this case, a bridging plate in a substantially linear, at the bottom slightly down extending movement of a slot pulled out below the door area, this with the help of at least one, far below the range acheachsten lever. However, such devices, and similarly the similar devices for attachment to a platform as described for example in JP 2204160, JP 2212257 or JP 2005225310 have the disadvantage that they require a relatively large space below the area to be bridged. This is in the case of attachment of a bridging device on the platform therefore of great disadvantage, which must be taken into account especially in a retrofit to various forms of Bahnsteignasen, and since in particular in the area of the subways below the Bahnsteignasen often cabling is provided, for example, which a subsequent installation of such a bridging device should not be affected.

Also US 5,845,579 describes a lock-up device which is intended to be attached to a platform. Among other things, it is proposed in one embodiment to store the bridging plate on linear bearings, and there is a relatively low overall height of the device. The problem with this design is the fact that when using linear bearings the lock plates blocked at the lowest load and also for the drive due to the large friction in the required heavy structures of the lock plate very powerful engines are required. In addition, it is necessary when using linear plain bearings due to the existing game to balance the shift in the direction of displacement very accurately.

SUMMARY OF THE INVENTION It is therefore the object of the invention to provide an improved construction of a bridging device. In particular, it is about improving a device for substantially complete bridging the gap between the car floor of a rail vehicle in the door area and the platform. This with a bridging plate for bridging the gap, wherein the bridging plate at least between a retracted position, in which the gap is not bridged and the bridging plate is substantially not or only slightly above the front edge of the platform or the rail vehicle, and an extended position in which the gap is substantially completely bridged, is slidably mounted in a linear horizontal direction ,

The solution to this problem is achieved in that the bridging plate is slidably mounted on at least two guide rails and the guide rails are formed as ball linear guides or as Rollenlinearführungen.

The essence of the invention is therefore to support the bridging plate to allow a low overall height of the entire bridging device in a pure linear sliding movement. Surprisingly, it turns out that for this purpose it is advantageous to design the guide rails as ball linear guides or as roller linear guides. These are on the one hand very smooth and allow a drive with a comparatively small sized engine, which allows a compact design. On the other hand, they are very directionally stable, so that it is not necessary to balance the process of displacement consuming, that is, it is possible, for example, only one drive on one side, or in the middle, if space permits. Furthermore, they are strong resilient, without that suffers the smooth mobility. The low friction, in particular when realized in combination with a toothed belt, also allows an extremely high traversing speed of the bridging plate (typically 200 mm / s) which on the one hand increases safety and on the other hand significantly increases comfort, especially with short stops in the stations. In principle, such a bridging device can be fastened either to the rail vehicle or to the platform. According to a preferred embodiment, the bridging plate is displaceably mounted on the platform.

A further preferred embodiment is characterized in that the

Guide rails include a lower stationary guide rail and an upper movable, connected to the bridging plate guide rail, and that at at least one guide rail, preferably in both guide rails, the upper guide rail with respect to the lower guide rail so far tilted about a horizontal, arranged perpendicular to the direction of tilting axis is tilted slightly that when loads the bridging plate from above with a minimum force in the range of a typical minimum weight of Passengers a non-positive detection of the upper guide rail takes place. This automatic detection leads to increased safety, since the bridging plate is mechanically blocked under load from a minimum force (typically about 100N). When using a ball linear guide or a roller linear guide, the ease of movement is so high that should be provided such a mechanism, and also in a ball linear guide or roller linear guide the directional stability is so high that this tiltable storage should be expressly provided constructive. This is for example possible by at least one spring element, preferably two offset in the displacement direction spring elements are arranged between the upper guide rail and the lower guide rail, wherein the spring elements are particularly preferably designed as spring plates. A structurally particularly simple possibility is that the lower guide rail has at least one extending in the direction of displacement longitudinal groove, and that the upper guide rail has at least one in this longitudinal groove at least partially engaging horizontal rib, and that the non-positive determination by tilting the rib takes place in the longitudinal groove. In other words, how is the width of the longitudinal groove only slightly larger than the width of the rib. Preferably, the lower guide rail has two longitudinal grooves open to the side in the horizontal direction and the upper guide rail has two ribs extending inwards in the horizontal direction, with the ribs particularly preferably extending over at least half of them to substantially the entire length of the upper guide rail or the ribs are respectively arranged in two substantially terminal portions of the upper guide rail.

In addition or as an alternative to the above-described somewhat automatic determination of the frictional connection with a load on the bridging plate, it is possible to provide a locking device that is essentially provided for this purpose to lock the bridging plate in the extended or in the retracted position (and possibly also in other positions). Such a locking device can be designed preferably electromagnetically releasable, and it has particularly preferably for safety's sake via a manual release. The locking device can intervene, for example, via a locking rod in corresponding recesses in or on the bridging plate in specific intended positions. The lock preferably fixes on the one hand the sliding step in a defined position (preferably in the retracted) and at the same time the locking device reports this status to the controller or to higher-level systems (in one movement). It is also possible to perform these two functions with two elements (one fixes the position, another indicates the status), but this often causes problems if both elements do not have the same status (sliding step fixed, but signal is not displayed; Signal is displayed but sliding step is not mechanically locked etc.). This problem is circumvented here by the fact that both, locking and status message, are realized with the same device.

According to one embodiment of such a positive locking, it is possible that the upper guide rail comprises a profile portion and an upper guide plate, which guide plate is fixedly connected to an upper guide insert, which together with a lower guide insert which is fixed to the lower guide rail, the ball linear guide or roller linear guide forms, and that the guide plate is tiltably connected via two offset in the direction of displacement spring plates with a horizontal portion of the profile area.

A further preferred embodiment is characterized in that at least three, in particular preferably at least four parallel guide rails are provided for a bridging plate.

In general, it proves to be advantageous if the drive of the bridging plate via a toothed belt, which with at least one driver on the Bridging plate and / or on the upper guide rail (for example via a driver) is fixed, the toothed belt is preferably attached with its two ends to the bridging plate and / or on the upper guide rail and is coupled via at least one pulley to a drive gear of a stationary motor , and wherein furthermore preferably the axis of the motor is arranged substantially horizontally and the shaft of the drive gear, which is preferably driven via a worm gear, is arranged vertically, for example.

As already mentioned, the entire apparatus is preferably designed substantially box-shaped and intended to be either embedded in a recess in the platform or to be embedded in a recess in the region of the rail vehicle, or to be placed on the platform. In this case, the overall height of the entire device is particularly preferably in the range of less than 70 mm, particularly preferably in the range of less than 55 mm. In particular, when the device is to be attached to the platform, in each case the problem of insulation of the platform relative to the train. It proves to be advantageous if the entire device has insulating coatings in the surface areas exposed to the passengers. Possible coatings consist of plastics such as e.g. Polyester or polyamides, preferably as fiber-reinforced coatings, e.g. fiber reinforced polyamide. Also, the individual components that are exposed to the passengers, as a whole may consist of an insulating material, such as profiles or plates, etc. made of glass fiber reinforced plastic (for example, glass fiber reinforced polyester). For example, materials or coatings as available from Fiberline Composites A / S, DK; Gatex Kunststoffbearbeitung GmbH, DE; or Durapol type, available from Von Roll Isola, FR. If the device is e.g. attached to the railway car, insulation is not mandatory.

A further embodiment of the invention is characterized in that it comprises

Housing comprising a bottom, lateral side walls, a rear wall and a front wall, wherein in this housing, the guide rails are arranged, and that a stationary cover plate is provided on the platform, or the rail vehicle in the event that the device is fastened to the rail vehicle, under which the bridging plate essentially lies in the retracted position, and below which the bridging plate in the extended position only comes to rest with the rear edge area. In connection with such an embodiment, it proves to be advantageous to ensure that the downward bending of the cover sheet upon loading of the cover sheet is not able to block the bridging plate. Accordingly, it proves to be advantageous if in the rear edge region on the upper side of the bridging plate sliding elements (also rollers are possible) are arranged, which slide during the displacement of the bridging plate on the downwardly directed surface of the cover plate, wherein the sliding elements are particularly preferred than in the formed over the entire width of the bridging plate extending plastic strips or plastic ribs substantially.

Preferably, only one drive is arranged in such a device, and this drive engages only on a single guide rail, in particular preferably only on one of the two outermost guide rails. In order nevertheless to ensure a balance over the entire width, it is possible that means are arranged, which couple the movement of the driven guide rail to the movement of at least one further guide rail, in particular preferably the opposite outermost guide rail.

Further preferred embodiments of the invention are described in the dependent claims.

BRIEF EXPLANATION OF THE FIGURES

The invention will be explained in more detail with reference to embodiments in conjunction with the drawings. Show it:

Fig. 1 is a perspective view of a lock-up device, wherein the Cover is removed;

FIG. 2 is a perspective view of the region of a guide with the bridging plate and the cover plate omitted; FIG.

3 is a plan view of a lock-up device; 4 shows a vertical section perpendicular to the running direction of the platform, wherein the bridging plate is in the retracted state.

Figure 5 is a vertical section perpendicular to the direction of travel of the platform, wherein the bridging plate is in the extended state.

6 shows a vertical section parallel to the direction of travel of the platform through the region of a guide; and

7 shows the upper guide rail, wherein in a) a perspective view from below is shown, in b) a vertical section perpendicular to the direction of displacement and in c) a vertical section parallel to the direction of displacement is shown.

WAYS FOR CARRYING OUT THE INVENTION

In the following, the invention will be explained in more detail with reference to embodiments in conjunction with the figures. It should be emphasized that the specified embodiments are to be consulted only to support and to demonstrate the feasibility of the invention and not to limit the subject of the claims, as attached at the end.

FIG. 1 shows a perspective view of a bridging device. The bridging device in this case comprises a bridging plate 1, which is displaceably mounted with respect to a housing 3. The housing 3 is either bolted to a platform or attached to the rail vehicle. In other words, the proposed lock-up device can be used both to bridge the gap by being fixed to the platform and extended after retraction of the train, or it can be used to bridge the gap between the platform and the rail vehicle by moving it Door region of the rail vehicle is attached and after reaching the end position of the train is extended in the direction of the platform. Preferably, the lock-up device finds application in that the housing is mounted on the platform. It is on the one hand possible to screw the housing on the platform surface and to provide chamfers in the edge region to the underlying level of the platform surface, so that pedestrians can not stumble. Alternatively, it is also possible to provide for the lock-up device specifically a recess in the platform surface, in which ideally the lock-up device fits straight flush into it. For both situations, it is advantageous or even crucial that the bridging device has a low overall height.

The housing 3 comprises a bottom 9, two side walls 7 and a rear wall 8. The side walls and rear wall are not absolutely necessary, however, if the device is arranged, for example, in a recess in the platform. Furthermore, the housing may have a front wall 16. In addition, the housing has a cover plate 26, which has been omitted for better visibility of the suspension of the bridging plate 1 in the perspective view according to FIG.

The bridging plate 1 is an elongated, generally rectangular metal plate, which comprises a horizontal plate 15 and preferably one of the

In other words, the bridging plate is somewhat L-shaped with the short leg directed downwards. This embodiment also has the advantage that when retracted

Position of the bridging plate, the slot below is closed to the front. The bridging plate has a top 13, as well as a bottom 14. The top 13 is intended as a tread for the

To serve passengers. The bridging plate is slidable at the stationary

Housing supported in this case four guide rails. These four

Guide rails are arranged substantially perpendicular to the platform edge horizontally and comprise a lower guide rail 6 which is fixed to the housing is and is stationary, and an upper guide rail 11, which are fixedly secured to the bridging plate 1, specifically on the underside 14 of the bridging plate 1. It has to be pointed out that in FIG. 1 only the lower guide rail 6 shown on the far left is shown completely. For illustration, only the base plate 10 has been illustrated in the two middle guide rails (see below), and the far right guide rail 6 has been omitted altogether.

The bridging device also has a motor 4, which is ideally designed as an electric motor and is arranged only on one side in the region of the front edge of the housing. The motor may also be located in the center, if space permits, with respect to the uniformity of the movement, this is actually preferred. In this context, it must be emphasized that the proposed bridging device is preferably used in connection with so-called Platform Screen Doors, ie with a barrier device with a height in the range of one meter to two meters to delineate the platform area from the track area, as in such constructions due to existing doors in the Platform Gate Doors a clear definition for the position of the doors of the rail vehicle for entering and exiting is given. Likewise, the invention can be applied to other platform terminations as well as at platform terminations, which are provided over the entire height and thus completely separate the rail area spatially from the platform area. In such constructions, the positioning of the motor 4 advantageously comes to lie behind a wall element of the separation structure between the platform and the rail area or behind the remainder of the sliding door remaining with the door open.

Furthermore, it can be seen in FIG. 1 that two parallel slide strips are arranged in the region of the trailing edge on the upper side 13 of the bridging plate. These are plastic strips which ensure that no strong friction between the underside of the cover plate 26 and the top of the lock-up plate can occur, which would hinder the displacement of the lock-up plate. Namely, the surface of the bridging plate is typically provided with a non-slip and insulating coating 27, and it is inevitable that the cover plate has to bridge a large distance between the two side walls 7 of the housing 3. It is thus very possible that when several passengers are on the cover plate 26 in particular in the central region, this cover plate 26 bends considerably downwards. In order to ensure in such a situation that the sliding friction between the surface of the lock-up plate 1 and the underside of the cover plate 26 is as low as possible, the wear strips 5 are provided. As already explained, these are plastic strips which are screwed tight to the upper side 13. The plastic may be, for example, Teflon or else other plastics such as polyethylenes, in particular UHMW-PE, for example UHMW-PE / PE-1000 polyethylene as available from Maagtechnic, CH, or Duragliss from Plüss & Co, CH. Incidentally, the same function can be fulfilled by providing 5 small rollers instead of the slide bars. Under certain circumstances disadvantageous to such roles or balls is the fact that they are generally larger in terms of height and are associated with significant additional design effort.

FIG. 2 shows a perspective view of the region of a guide, wherein again the cover plate has been omitted, and in this case also the bridging plate 1 has been left for better visibility of the suspension. Also not shown is the timing belt, whose function will be explained below. In this illustration, it can be seen that the housing 3 not only has a bottom 9 and side walls 3, but also preferably a front wall 16 for preventing soiling etc. The side walls 7 usually have an inwardly directed flange at the top edge which holes 18 are provided for fastening the cover plate 26. Furthermore, the housing for attachment of the motor has a lateral projection, on which a mounting plate 17, which, for example, as in Figure 2, L-shaped configuration, is attached. This mounting plate 17 is preferably designed such that the motor 4 attached thereto can be fastened in different positions in a direction substantially parallel to the platform leading edge. It is thus possible to adjust the tension of the toothed belt. Furthermore, it may prove advantageous to provide a spring force, so that an automatic tension of the toothed belt is ensured.

In Figure 2 it can be seen that the upper guide rail 11 is formed as a kind of downwardly directed U-shaped profile, wherein on the two downwardly directed legs additionally inwardly directed horizontal ribs 42 are arranged. Furthermore, this U-shaped profile is on both sides

Reinforced L-shaped reinforcing profiles 39. These reinforcing profiles are, for example, welded to the U-profile and increase the load capacity of the guide rail. The function of the two inwardly directed horizontal ribs 42 will be explained in detail below.

The upper guide rail 11 moves together with the bridging plate 1. Accordingly, the drive is provided so that a toothed belt (not shown) via a front driver 19 is fixedly secured to the upper guide rail, then around the fixed on the housing 3 angeachste front guide roller 21st for the toothed belt, then to the left to the (not visible) drive gear of the motor 4, around this, again towards the upper guide rail to the rear pulley 22 for the toothed belt around and then to the rear driver 20, with which the other End of the belt is also connected to the upper guide rail. The use of a toothed belt allows a very robust, reliable and yet strong coupling of the motor 4 to the upper guide rail 11. From the guide of the toothed belt described above, it will be seen that a displacement parallel to the platform edge of the mounting plate 17 is used to adjust the tension of the toothed belt can. The engine is as already explained preferably an electric motor, this can, for example, in the proposed arrangement at the front edge slightly laterally offset very easy to the controller resp. Power supply to be connected in a stationary wall part of a platform barrier. The engine has in this case via a worm gear 24, with which on the horizontally arranged shaft of the Engine generated power can be transmitted to a vertically arranged shaft 23 for the Antriebszalinrad.

On the right side of the upper guide rail, a pair of pulleys 25 is shown for the transverse compensation. These rollers make it possible, in particular when a motor is arranged only on one side of the bridging device, to couple the movement of the driven rail to adjacent rails via transverse compensation belts 43 or transverse compensation cords. Ideally, this coupling takes place so that it takes place on the opposite (in Figure 1 rightmost) guide rail, this to ensure that the sliding movement of the lock-up plate 1 runs as parallel as possible. A simple way of arranging such transverse balancing belt is, for example, given by in turn two drivers 44 are arranged on the upper guide rail, one at the front edge and one at the trailing edge. A cross balancing belt is then attached to the front driver 44, guided around the front pulley shown on the right and guided to the top right to the mirror-symmetrically arranged pair of guide rollers 25 in the upper right outer guide rail. The cross balancing belt is now guided over the rear pulley to the rear driver 44 of the upper rightmost guide rail arranged there and firmly connected to the upper guide rail. This can best be understood from Figure 3, a plan view of a lock-up device. The cross compensation belt thus runs in the illustration according to Figure 3, first from the lower left position of the driver 44 to the lower guide roller 25 on the left side, then right to the upper guide roller 25 on the right side and then the rear driver 44 of the whole guided upper right guide rail 11 guided and fixed there. This forces the right upper guide rail 11 to perform the exact synchronous movement as the leftmost upper guide rail. A corresponding arrangement of a second transverse balancing belt is possible by being guided from the rear left driver 44 via the upper left guide roller to the lower right guide roller and the front right driver 44. Thus, if both transverse straps are arranged, these cross over in the central region of the lock-up device. FIGS. 4 and 5 show the bridging device in the retracted position (FIG. 4) and in the extended position (FIG. 5) in a section in a vertical plane perpendicular to the direction of the platform edge, wherein different sectional planes have been used for FIGS. 4 and 5 to represent different components. In FIG. 4, it can be seen that both the bridging plate 1 and the cover plate 26, which preferably has a downwardly directed flange parallel to the rear wall 8, have an upper-side coating 27 of an insulating and non-slip upper side (eg ribbed) coating are provided. For electrical insulation of the bridging device with regard to the rail vehicle and with respect to the platform, such an insulating coating is useful for all areas exposed to the passengers, since it can not be ruled out that the rail vehicle is at a different potential than the track area.

For stabilization in particular against bending the Uberbrückungsplatte has on the lower inner side of the downwardly directed projection 2 via a parallel to the platform edge extending stabilizer plate 28. Furthermore, it can be seen in this figure that the lower guide rail has a base plate 10, which with screws 31st attached to the bottom 9 of the housing. Also on the bottom 9 of the

Attached housing is the article 29, which will be explained in more detail below with reference to FIG 6.

In order to ensure a certain extent automatic non-positive locking the Uberbrückungsplatte under load of the Uberbrückungsplatte, the Uberbrückungsplatte 1 is designed tiltable with respect to the lower guide rail 6 about an axis perpendicular to the paper plane in Figure 1 by a small angle. For this purpose, the linear ball bearing or linear roller bearing is arranged so that the upper guide plate 37 is not rigidly and firmly connected to the Uberbrückungsplatte 1, but by in each case a flexible construction is provided at two offset in the displacement direction positions. Specifically, this is a spring plate 38 at the two positions. These two spring plates lead to the Uberbrückungsplatte under load in a representation in Figure 4 or Figure 5 slightly tilted clockwise (see arrow F). The effect of such tilting will be explained below in connection with FIG.

From Figure 5, the extended position can be seen. Also, it can be seen how the abutment of a force F from above (for example, a passenger who is still on the bridging plate, at the moment, where this should be withdrawn) can rest. From Figure 5 is further apparent how the lower guide insert 32 of the ball bearing or roller linear bearings is secured by screws 33 to the base plate 10.

The exact structure of the guide rail can be particularly well understood with the aid of Figure 6. Here is a vertical section through the guide rail shown very left in Figures 1 and 2 in a direction parallel to

Platform edge shown. It can be seen that the base plate 6 together with the

Attachment 29 is secured by screws 31 on the bottom 9 of the housing 3. From above into this base plate 6 in an elongated recess in the cap 29 and in the base plate 6 of the lower guide insert 32 is screwed over the screws 33.

The lower guide insert 32, together with the upper guide insert 34, which is displaceable, the ball bearing guide 36. The actual balls this

Ball linear guide are not shown in Figure 6, they are located in the channel 35 and can either be provided freely or in a ball cage. This channel 35 is formed by corresponding elongated recesses in the upper guide insert 34 and in the lower guide insert 32.

The upper guide insert 34 is thus mounted displaceably with respect to the lower guide insert 32. The upper guide insert 34 is now only indirectly connected to the upper guide rail 11, by the upper guide insert 34 is first firmly connected to an upper guide plate 37. This upper guide plate 37 is now connected to the horizontal portion 40 of the upper guide rail 11 via the two staggered, for example. Well-visible in Figure 4, spring plates 38. The spring plates 38 are screwed for this purpose with fastening screws 45 on section 40. As spring plates 38 come z. As metal sheets (eg spring steel) with a thickness in the range of 0.4 mm - 1.0 mm in question. The already mentioned to some extent automatic non-positive mechanism for detecting the bridging plate under a load is now guaranteed as follows. Between the base plate 10, which has an elongated recess at the outer lateral upper edges, and the wide cap 29 forms a horizontal longitudinal groove 30. In this horizontal longitudinal groove engage the two lateral inwardly directed horizontal ribs 42 of the bridging plate 1 a. The thickness of these ribs 42 is only slightly smaller than the width of the horizontal longitudinal groove 30. Now tilts the upper guide rail 11 due to the mobility of the spring plates 38 about an axis which is arranged horizontally and in the paper plane in Figure 6, so presses in At the front portion, the horizontal rib 42 on both sides on the underlying surface of the horizontal longitudinal groove and at the rear end of the upper guide rail, the top of the horizontal ribs is pressed against the downward side wall of the horizontal longitudinal groove 30. The resulting frictional forces are due to the length of the horizontal rib 42 so large that the motor is no longer able to move the bridging plate. Optionally, it is even possible to coat the surface of the horizontal rib 42 and / or the two side walls of the horizontal longitudinal groove 30 with a friction-increasing material or to structure the surface accordingly (for example, perforation or ribs, etc.). The concrete embodiment of the upper guide rail will be apparent from Figure 7. From Figure 7a), a perspective view of the upper guide rail, it can be seen how this upper guide rail as a downwardly directed U-profile with the two inwardly directed horizontal ribs 42 represents. On the downwardly directed inside of this profile, the two spring plates 38 are provided on the horizontal portion 40, these two spring plates are mounted in the central region via the screws 45 on the section 40, and both have forward and backward by means of flexible bent portions at whose end then the attachment to the upper guide plate 37 via screws. In particular, with reference to Figure 7 can be seen that it is advantageous to additionally provide a bottom plate 46, which is connected to the spring plate 38 at the downwardly directed end on both sides, for example. Via a solder joint or similar. The spring plate 38 is then fastened together with the bottom plate 46 on the upper guide plate 37.

LIST OF REFERENCE NUMBERS

1 bridging plate

2 downward projection on 1

3 housing

4 engine

5 sliding strips

6 lower guide rail

7 side wall of 3

8 back wall of 3

9 floor of 3

10 base plate of 6

11 upper guide rail

12 holes in 9

13 top of 1

14 bottom of 1

15 horizontal plate of 1

16 front wall of 3

17 mounting plate for 4

18 holes for fixing cover plate to housing

19 front carrier at 11

20 rear drivers at 11 21 front pulley for timing belt

22 rear pulley for timing belt

23 shaft of drive gear

24 worm gears 25 deflection rollers for transverse compensation

26 cover plate

27 coatings

28 stabilizer plate

29 attachment of 6 30 horizontal longitudinal groove in 6

31 screw

32 lower leadership use

33 the screw

34 Upper guide insert 35 Channel for balls of ball linear guide

36 ball linear guide

37 upper guide plate

38 spring plate

39 lateral reinforcement of 11 40 horizontal section of 11

41 vertical sections of 11

42 horizontal rib of 11

43 Transverse straps

44 Carrier for cross balancing belt Fixing screws from 40 to 38 floor panel from 38

Claims

1. Device for substantially complete bridging of the gap between the car floor of a rail vehicle in the door area and the platform with a bridging plate (1) for bridging the gap, wherein the bridging plate (1) at least between a retracted

Position in which the gap is not bridged and the bridging plate

(1) is substantially not or only slightly protrudes from the front edge of the platform or the rail vehicle, and an extended position in which the gap is substantially completely bridged, is slidably mounted in a linear horizontal direction, characterized in that the bridging plate (2) via at least two guide rails (6,11) is slidably mounted and the guide rails (6,11) as

Ball linear guides or are designed as Rollenlinearführungen.

2. Apparatus according to claim 1, characterized in that the bridging plate (1) is displaceably mounted on the platform.

3. Device according to one of claims 1 or 2, characterized in that the guide rails comprise a lower stationary guide rail (6) and an upper movable, with the bridging plate (1) connected to the guide rail (11), and that at least one guide rail, preferably in both guide rails, the upper guide rail (11) with respect to the lower

Guide rail (6) as far as a horizontal, arranged perpendicular to the displacement direction tilting axis is tiltably mounted, that under loads of the bridging plate from above with a minimum force (F) in the region of a typical minimum weight of passengers a non-positive determination of the upper guide rail (11) takes place.

4. Apparatus according to claim 3, characterized in that between the upper guide rail (11) and the lower guide rail (6) at least one spring element (38), preferably two offset in the displacement direction

Spring elements (38) are arranged, wherein the spring elements (38) are particularly preferably formed as spring plates (38).

5. Device according to one of claims 3 or 4, characterized in that the lower guide rail (6) has at least one extending in the direction of displacement longitudinal groove (30), and that the upper guide rail (11) via at least one in this longitudinal groove (30 ) has at least partially engaging horizontal rib (42) grouted, and that the positive locking by a tilting of the rib (42) in the

Longitudinal groove (30) takes place.

Device according to claim 5, characterized in that the lower guide rail (6) has two longitudinal grooves (30) open to the side in the horizontal direction, and the upper guide rail (11) has two ribs (42) extending inwardly in the horizontal direction Particularly preferably, the ribs (42) each extend over at least half to substantially the entire length of the upper guide rail (1 1) or the ribs (42) each in two substantially terminal portions of the upper guide rail (11) are arranged.

7. Device according to one of claims 3-6, characterized in that the upper guide rail (11) comprises a profile region (40-42) and an upper guide plate (37), which guide plate (37) is fixedly connected to an upper guide insert (34), which together with a lower guide insert (32), which is fixed to the lower guide rail (6), the ball linear guide or roller linear guide, and that the guide plate (37) via two offset in the direction of displacement spring plates (38) is tiltably connected to a horizontal portion (40) of the profile area.

8. Device according to one of the preceding claims, characterized in that at least two, preferably at least three, more preferably at least four parallel guide rails for a bridging plate (1) are provided.

9. Device according to one of the preceding claims, characterized in that the drive of the bridging plate (1) via a toothed belt, which with at least one driver (19, 20) on the bridging plate (1) and / or on the upper guide rail (11 ), wherein the toothed belt is preferably attached with its two ends to the bridging plate (1) and / or on the upper guide rail (1 1) and coupled via at least one deflection roller (21, 22) to a drive gear of a motor (4) Further, preferably, the axis of the motor is arranged substantially horizontally and is preferably arranged vertically via a worm gear (24), a crown gear or a planetary gear driven shaft (23) of the drive gear.

10. Device according to one of the preceding claims, characterized in that the entire device is formed substantially box-shaped and is intended to be either embedded in a recess in the platform or embedded in a recess in the region of the rail vehicle, or on the Platform attached to are formed, wherein the overall height of the entire device in the range of less than 70 mm, more preferably in the range of less than 55 mm is formed.

11. Device according to one of the preceding claims, characterized in that the entire device in the passenger-exposed surface areas on insulating coatings (27) has.

12. Device according to one of the preceding claims, characterized in that it comprises a housing (3) with a bottom (9) lateral side walls (7) of a rear wall (8) and a front wall (16), wherein in this housing the guide rails ( 6, 11) are arranged, and that a stationary, at the platform, or the rail vehicle in the event that the device is attached to the rail vehicle, facing

Area arranged cover plate (26) is arranged, under which the bridging plate (1) comes to lie substantially in the retracted position, and under which the bridging plate (1) comes to lie in the extended position only with the rear edge region.

13. The apparatus according to claim 12, characterized in that in the rear edge region on the upper side of the bridging plate (1) sliding elements (5) are arranged, which slide in the displacement of the bridging plate (1) on the downwardly directed surface of the cover plate (26) , wherein the sliding elements are particularly preferred as substantially over the entire

Width of the bridging plate extending plastic strips or plastic ribs are formed.

14. Device according to one of the preceding claims, characterized characterized in that only one drive (4) is arranged, and this drive acts only on a guide rail (6, 11), in particular preferably only on one of the two outermost guide rails or on a centrally arranged guide rail.

15. The apparatus according to claim 14, characterized in that means (25, 43) are arranged, which couple the movement of the driven guide rail to the movement of at least one further guide rail, in particular preferably the opposite outermost guide rail.