EP0330742A2 - Dispositif d'intercirculation pour véhicules ferroviaires - Google Patents

Dispositif d'intercirculation pour véhicules ferroviaires Download PDF

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Publication number
EP0330742A2
EP0330742A2 EP88119662A EP88119662A EP0330742A2 EP 0330742 A2 EP0330742 A2 EP 0330742A2 EP 88119662 A EP88119662 A EP 88119662A EP 88119662 A EP88119662 A EP 88119662A EP 0330742 A2 EP0330742 A2 EP 0330742A2
Authority
EP
European Patent Office
Prior art keywords
transition
bridge
transition device
bridge plate
bellows
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP88119662A
Other languages
German (de)
English (en)
Other versions
EP0330742B1 (fr
EP0330742A3 (en
Inventor
Peter Braemert
Ingo Britzke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huebner Gummi und Kunststoff GmbH
Original Assignee
Huebner Gummi und Kunststoff GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huebner Gummi und Kunststoff GmbH filed Critical Huebner Gummi und Kunststoff GmbH
Priority to AT88119662T priority Critical patent/ATE76370T1/de
Priority to JP5180689A priority patent/JPH01297368A/ja
Publication of EP0330742A2 publication Critical patent/EP0330742A2/fr
Publication of EP0330742A3 publication Critical patent/EP0330742A3/de
Application granted granted Critical
Publication of EP0330742B1 publication Critical patent/EP0330742B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows

Definitions

  • the invention relates to a transition device according to the preamble of claim 1.
  • the invention has for its object to design a generic transition device so that it, in cooperation with a corresponding transition device according to the invention of a second railroad car encloses an interior between the two railroad cars, which is protected from the wind and contaminants from the outside even at extremely high speeds, but which is nevertheless the "Bern area" can be easily accessible for a coupler and can be coupled in a further embodiment with conventional transition devices, so that vehicles with conventional transition bridges and transition protection devices can be coupled with a vehicle equipped according to the invention.
  • the transition device according to the invention is assigned to the end face of a railroad car 1, in which there is a through opening which can be closed by a door.
  • a bellows 2 is attached to the front of the car by means of a rear connecting frame 36, which bellows forms a tube, closed all around, with the bottom, roof and side walls.
  • the bellows is designed in the usual way, in that a rubberized fabric is placed in folds which run upwards into the tunnel roof from the lower end of one side wall of the tunnel in this side wall, run in the tunnel roof to the upper end of the other side wall and enter there to run in this side wall again to the lower end and finally to run back as the floor under the transition bridge to the starting point.
  • the bellows is shorter than is customary and is connected at its front end to a rigid tunnel section 3, to which the end frame, which is conventional per se, is designed.
  • the rigid tunnel section consists of two side walls and the tunnel roof, whereby these parts are rigidly and angularly rigidly connected to each other.
  • the rigid tunnel section is provided with a relatively wide, outwardly directed collar 4, which is provided on the outside with an abrasion-resistant covering 4b.
  • the rigid action nelabites 3 is suspended at the front end directly on the front of the rail car.
  • coil springs 4a are distributed over the length of the collar 4 in the region of the side walls and this roof, one end of which is attached to the rear of the collar 4 and the other end of which is fastened to the end face of the railway carriage 1 by means of a connecting frame 4c, so that its flexibility in their longitudinal direction allows the adjusting movements of the tunnel section 3 with a corresponding deformation of the bellows 2 according to the play in the vehicle coupling 100 and their rigidity perpendicular to their longitudinal axes keeps the tunnel section in the desired position above the rail.
  • the tunnel-shaped part of the transition protection formed by the rigid tunnel section 3, the other part of which forms a closed tube, the bellows 2, is supplemented at the lower end to a closed tube by a transition bridge 5, which is in the tubular part of the transition protection formed by the pleated sheet 2 protrudes.
  • This transition bridge has a fork-shaped skeleton, which essentially consists of two lateral side members 6a and a rear (carriage-side) cross member 6b, which rigidly connects the two side members at their rear ends.
  • a bridge plate 8 is assigned to this floor structure 6a, 6b in joints 7 at the rear end in a vertically pivotable manner.
  • the bridge plate 8 In the vertical inoperative position, the bridge plate 8 lies directly in front of the front wall of the car and bears against it, the through opening being closed by the door. It is important that regardless of the position of the rigid tunnel section to the front of the railway carriage 1 when the bridge plate 8 is folded up, the space between the longitudinal beams 6a and the crossbeam 6b is accessible to a coupler, so that this in this so-called “Bernese space” and between can operate the vehicle clutch 100 located in the buffers 101 in order to couple or separate the rail vehicle under consideration from another vehicle.
  • the bellows 2 In the operating position of the parts mentioned To open the door manually and to close it manually or automatically, the bellows 2 is approximately half extended so that the rigid tunnel section 3 is in its front end position, and the bridge plate 8 of the bridge is folded into its horizontal position, whereby it is on the Sides 6a rests laterally. With the rear end of its floor structure 6a, 6b, the transition bridge rests on a rigid, rigidly fixed to the carriage front or the carriage base 9. The front end of the carriage sheet ends approximately in the area in which the connection between the bellows 2 and the end wall of the carriage body 1 lies when the transition device is in its operating position.
  • the floor structure 6a, 6b is firmly connected to the side walls of the tunnel section 3, so that it is suspended in the front area as part of the tunnel section 3 via the aforementioned coil springs 4a on the front side of the rail car, while the latter is at the rear end of the floor frame, that is, the cross member 6b is supported on the railroad car (carriage plate 9).
  • the longitudinal beams 6a run inside the bellows 2 laterally from the carriage plate 9 of the end wall of the carriage or the undercarriage and are connected above the carriage plate 9 at their rear ends to the cross member 6b of the floor structure.
  • a roll 30 is mounted on the crossbeam 6b at a predetermined distance from each outer end of the rear crossbeam 6b between two console plates 60 of this crossbeam, wherein both rollers are rotatable about a common axis of rotation extending to the cross member 6b.
  • correspondingly acting sliders can be more expedient because of the necessary transverse displacements between the bridge with the base skeletons 6a, 6b and the bridge plate 8 on the one hand and the carriage plate 9 on the other hand when the carriage is offset laterally.
  • the carriage sheet 9 When the floor frameworks 6a, 6b come together with the bridges Sheet 8 slides on the carriage end wall, the carriage sheet 9 into a pocket 31 which is formed on the underside of the bridge sheet 8 by an angled sheet 32 attached to its underside.
  • the component referred to as the "floor panel” is not a simple, correspondingly thin sheet metal plate but a rigid, relatively thick plate-shaped component stiffened by a framework, on the underside of which the pocket 31 is attached in the rear region.
  • the rear edge 33 of this angle plate 32 and the front edge 34 of the carriage plate 9 are matched to one another so that the two edges can move past one another when the bridge plate 8 is pivoted about the axes of the joints 7 in the front end position of the tunnel section 3.
  • bridge plate 8 If the bridge plate 8 is pivoted into its horizontal operating position, it rests on flanges 6d which are fastened to the inner sides of the longitudinal beams 6a and at such a distance from the upper sides of the longitudinal beams that these and the bridge plate 8 are in a common horizontal plane lie above the rail when the bridge plate 8 is pivoted into its horizontal operating position (FIG. 6).
  • a gap is provided between each of the mutually facing inner sides of the longitudinal beams 6a and thus the side walls of the tunnel section 3 on the one hand and the side edges of the bridge plate 8, and when the bridge plate 8 is folded down into the operating position, each of these gaps is filled with a rubber strip 35, which is preferably an inflatable hollow profile, so as not to be damaged by the action of frictional forces when pivoting the bridge plate 8 in the vented state, in the operating position of the bridge plate 8 and in the inflated state to give a good and reliable sealing effect.
  • the rubber strip can be inflated with a hydraulic, but preferably with a pneumatic pressure medium.
  • the valve control is not shown as known per se.
  • the two lateral rubber strips 35 are parts of a continuous extruded profile fastened to the bridge plate 8, which is in the region of the bridge plate sides edges and the front edge of the bridge plate is attached to the end faces of the bridge plate.
  • the extruded profile 35 changes to the underside of the angle plate 32 via (broken line 35 ') to in the operating position of the bridge plate 8 between the underside of the angle plate 32 and the top of one To lie bar 37, which connects the side beams 6a of the floor structure 6a, 6b with each other below the carriage plate 9.
  • the bellows 2 is connected in a suitable manner to the rigid tunnel section 3 in the region of the front bellows side wall and the bellows roof.
  • the bellows base is attached at the front end to a side bar 37a of the bar 37 mentioned and at the rear end the bellows is attached all around to a connecting frame 36 which in turn is associated with the front end of the car.
  • the transition device as a whole forms a tunnel into which dust, wind and weather influences do not enter when it interacts with a corresponding transition device of a following railway wagon.
  • a trough 13 which extends symmetrically to both sides of the vertical median longitudinal plane of the vehicle, is provided on the end of each transition bridge, in which a counter to the effect of a on one side of the vertical median longitudinal plane at the end of the trough Compression spring 12e in the carriage longitudinal direction adjustable pin 12 is arranged.
  • the pin 12 is e.g.
  • the troughs 13 run into the upper and lower side of the bridge plate 8 in a continuous transition curve or a slope 13a. With a corresponding offset of the two carriages against one another, the pins 12 run over the end faces of the bridge side members by tensioning the springs 12e.
  • rollers 30 or sliders are adjusted not only in the longitudinal direction but also in the transverse direction with respect to the carriage plate 9.
  • the bellows 2, the winding or compression springs 4a between the front sides of the wagons and the rigid tunnel sections 3, as well as the possibility of transverse movements of the rollers 30 or corresponding sliders relative to the wagon plate 9, permit a transverse offset between the two coupled railway carriages.
  • a centering pin 12 emerges from the actual troughs at maximum transverse offset of the carriages and passes over the front side bridge girders.
  • FIGS. 4 and 4a Such an arrangement is shown in FIGS. 4 and 4a.
  • the opening is a section of the front, lower area of the one side wall of the rigid tunnel section shown as a horizontal section and designated 14, the interior of the transition device is located in the image plane to the left of the side wall 3 shown. It is dimensioned such that the bridge plate of the conventional Car without interference, but can penetrate without unnecessarily large play.
  • the angular flap 16 is pivotally mounted on a vertical pin 15 about the longitudinal axis of the pin. If the mentioned bridge plate of the conventional rail car bumps against the flap 16, then this flaps into space B behind the vertical wall of the rigid tunnel section and enables the bridge plate to penetrate the space or the chamber behind the side wall without damage.
  • a spring 17 is expediently tensioned, which returns the flap 16 to its initial position when the pressure of the bridge plate mentioned ceases, that is to say it returns to its initial position.
  • the other end of the spring rod is passed through a stationary abutment 25 for the other end of the spring 17 so as to be adjustable in the longitudinal direction.
  • the flap 16 is surrounded all around by a hollow rubber profile 35, which corresponds to the profile 35 between the bridge plate and floor structure 6a, 6b and cooperates with a fixed border 40 of the opening 14.
  • the leg 16a of the angular flap 16 continues in the illustrated side wall of the rigid tunnel section 3, the other leg 16b in the collar 4.
  • FIG. 7 Another embodiment is shown in FIG. 7.
  • the flap plates 16a and 16b are mounted on a handlebar parallelogram 16a, 18, 19, which allows the flap plates to evade under the influence of the abutting bridge plate (arrow A) by pivoting the flap plate 16a and parallel displacement of the flap plate 16b.
  • the handlebar parallelogram is also spring loaded.
  • a lever 26 On the shaft 25 which is rotatable when the handlebar 19 is pivoted, a lever 26 is rotatably mounted, on the outer end of which a rod 27 is articulated, on the end closer to the lever 26 a spring plate 28 is fastened, the other end of which is axially adjustable by a fixed spring plate 29 is passed through.
  • a coil spring 30 is arranged, through which the spring rod 27 is passed.
  • the flap plates 16a and 16b are surrounded by sealing profiles 35, which seal the gap between the flaps and the opening boundary when the flap is in its closed position.
  • the transition devices of two coupled cars have no fixed connection with each other.
  • the front end frames lie under the action of the springs 4a 3 with their sliding surfaces 4b slidable relative to each other under a certain prestress and in order to ensure the same for the end faces or seals 35a of the bridge plate 8 and the side girders 6a of the two transition devices between two carriages, each floor frame 6a, 6b can be between the crossbeam 6b and the end of the pocket above the carriage plate 9 springs are installed, which press the floor structure with the bridge plate 8 out of the aforementioned pocket.
  • This reliably ensures that transition protection devices and transition bridges of the transition devices of two carriages coupled to one another reliably lie against one another on the end face without having to be mechanically connected to one another.
  • FIG. 9 Another embodiment is shown in FIG. 9. Between the bottom of a housing 43 and a piston 44 a coil spring is arranged, which can be expected to go on block. Piston rod 44 or housing 43 is hinged to the carriage, while housing 43 or piston rod 44 is hinged to the transition bridge. Carriage and transition devices can move closer to each other until the spring of the two respective devices, which are subjected to pressure, has gone into block. In the case of a spring that cannot be expected to go on block, an appropriately set stop can come into effect beforehand. This is especially true when a tension spring is used that is not fully extendable. If springs are used as parts of the device arranged in two, they exert a centering effect on the transition device.
  • the invention relates to a transition device for railway coaches, which consists of a transition bridge 5 and a transition protection device 36, 2, 3 arranged above it in a tunnel shape.
  • the device is designed in such a way that it protects the interior well against external influences even with extreme pressure differences between the outside and inside.
  • the tunnel-shaped transition protection consists of an inner end frame 36 for attachment to one of two railroad train cars coupled together, an outer end frame 3 for cooperation with the outer end frame of the transition device of the other two railroad train cars coupled together and an elastic member, in particular a bellows 2 between the two end frames 36, 3.
  • the outer end frame 3 is suspended via springs 4a directly on one of the two passenger coaches, which exert an outward force on the outer end frame 3.
  • the transition bridge is formed in two parts, of which an inner part 9 is attached to one of the two passenger coaches to be coupled together and the other outer part 6a is slidably supported on the inner part at the rear end, is connected to the outer end frame 3 at the front end and in the same vertical transverse plane as the outer one End frame ends.
  • the outer end frame is provided with a support surface 4, 4b, so that in the case of two railway coaches which are coupled to one another, the transition bridges and the transition protection devices of both transition devices lie face to face and are held against one another by the springs 4a, so that no connecting means are required, but nevertheless the connection area between the two Transition devices is sealed, even if permissible lateral displacements occur between the two transition devices.
  • the transition protection device and bridge are sealed against each other.
  • the outer end frame 3 is tunnel-shaped, and its relatively long side walls have flaps in the front, lower region which close openings into which the transition bridge of a second passenger car coupled to the first rail passenger car can dip when cornering when this bridge is off the bridge the transition device deviates in such a way that it dips as a plate into the transition device of the first passenger car and rests on the transition bridge.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Specific Sealing Or Ventilating Devices For Doors And Windows (AREA)
  • Body Structure For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
EP88119662A 1988-03-04 1988-11-24 Dispositif d'intercirculation pour véhicules ferroviaires Expired - Lifetime EP0330742B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AT88119662T ATE76370T1 (de) 1988-03-04 1988-11-24 Uebergangseinrichtung fuer schienenfahrzeuge.
JP5180689A JPH01297368A (ja) 1988-03-04 1989-03-03 鉄道車両用の連絡装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3807167 1988-03-04
DE3807167A DE3807167A1 (de) 1988-03-04 1988-03-04 Uebergangseinrichtung fuer schienenfahrzeuge

Publications (3)

Publication Number Publication Date
EP0330742A2 true EP0330742A2 (fr) 1989-09-06
EP0330742A3 EP0330742A3 (en) 1989-10-25
EP0330742B1 EP0330742B1 (fr) 1992-05-20

Family

ID=6348907

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88119662A Expired - Lifetime EP0330742B1 (fr) 1988-03-04 1988-11-24 Dispositif d'intercirculation pour véhicules ferroviaires

Country Status (5)

Country Link
US (1) US4942825A (fr)
EP (1) EP0330742B1 (fr)
DE (2) DE3807167A1 (fr)
ES (1) ES2031573T3 (fr)
GR (1) GR3005320T3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0493818A1 (fr) * 1990-12-29 1992-07-08 HÜBNER Gummi- und Kunststoff GmbH Passerelle d'intercommunication pour des véhicules ferroviaires
US5169384A (en) * 1991-08-16 1992-12-08 Bosniak Stephen L Apparatus for facilitating post-traumatic, post-surgical, and/or post-inflammatory healing of tissue

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3839716A1 (de) * 1988-11-24 1990-05-31 Huebner Gummi & Kunststoff Stirnseite eines eisenbahnreisezugwagens
PL2489567T3 (pl) * 2011-02-16 2015-04-30 Huebner Gmbh & Co Kg Przejście między dwoma wagonami pojazdu szynowego, zwłaszcza pojazdu szynowego o dużej prędkości jazdy

Family Cites Families (20)

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Publication number Priority date Publication date Assignee Title
US1727642A (en) * 1928-01-20 1929-09-10 American Car & Foundry Co Vestibule for articulated cars
US2124264A (en) * 1934-03-29 1938-07-19 Duryea O C Corp Car construction
US2217599A (en) * 1940-03-13 1940-10-08 Pennsylvania Railroad Co Vestibule connection for railway cars
US2408473A (en) * 1945-06-21 1946-10-01 Clarence P Nelson Dust seal for adjoining railroad cars
US2643617A (en) * 1949-06-25 1953-06-30 Karl F Nystrom Passageway enclosure for railway passenger cars
DE1249311B (fr) * 1963-11-12
US3387568A (en) * 1966-04-15 1968-06-11 Alan B. Hawes Flexible connection between adjacent monorail coaches
US3486464A (en) * 1968-01-29 1969-12-30 Budd Co Retractable and extensible railway car diaphragm
DE2908354C2 (de) * 1979-03-03 1982-06-16 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Übergangseinrichtung für ein Nahverkehrsfahrzeug, insbesondere Schienenfahrzeug
CA1184437A (fr) * 1981-02-26 1985-03-26 Dennis P. Chadwick Soufflet de vehicule articule
US4599947A (en) * 1983-09-19 1986-07-15 The B. F. Goodrich Company Railroad car diaphragm
DE3439807A1 (de) * 1984-10-31 1986-04-30 Hübner Gummi- und Kunststoff GmbH, 3500 Kassel Abdeckung der spurfuge zwischen dem faltenbalg und der drehscheibenfoermigen uebergangsplattform von schienen- und strassengelenkzuegen
FR2573714B1 (fr) * 1984-11-23 1989-05-19 Faiveley Ets Couloir d'intercirculation entre deux voitures de transport en commun
DK572784D0 (da) * 1984-12-03 1984-12-03 Scandia Randers As Vognovergang
JPS61291265A (ja) * 1985-06-19 1986-12-22 川崎重工業株式会社 車両用連結幌
JPH038530Y2 (fr) * 1985-06-19 1991-03-01
JPS62125948A (ja) * 1985-11-26 1987-06-08 財団法人鉄道総合技術研究所 車両用連結幌の異常偏倚規制装置
FR2599308B1 (fr) * 1986-05-27 1990-03-09 Caoutchouc Manuf Plastique Joint tubulaire forme de deux membranes roulantes sous faible surpression pour anneau d'intercirculation
JPS6364864A (ja) * 1986-09-05 1988-03-23 近畿車輌株式会社 連節車両用連節部の構造
EP0279245B1 (fr) * 1987-01-30 1991-11-13 Gec Alsthom Sa Dispositif de liaison entre deux véhicules ferroviaires

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0493818A1 (fr) * 1990-12-29 1992-07-08 HÜBNER Gummi- und Kunststoff GmbH Passerelle d'intercommunication pour des véhicules ferroviaires
US5169384A (en) * 1991-08-16 1992-12-08 Bosniak Stephen L Apparatus for facilitating post-traumatic, post-surgical, and/or post-inflammatory healing of tissue

Also Published As

Publication number Publication date
EP0330742B1 (fr) 1992-05-20
DE3807167A1 (de) 1989-09-14
US4942825A (en) 1990-07-24
DE3871366D1 (de) 1992-06-25
ES2031573T3 (es) 1992-12-16
EP0330742A3 (en) 1989-10-25
GR3005320T3 (fr) 1993-05-24

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