EP0054458B1 - Communication passage between railway vehicles - Google Patents

Abstract

1. Device for intercommunication between rail-road cars, comprising a retractable half-corridor formed by a rigid ring (1) joined to the car body (4) and provided with hook-engagement means (56, 57) for rigidly fixing it to a similar ring (1a) which is joined to another car and with means (2, 5, 3) for suspending the ring (1) from the car body (4), characterized in that these suspension means comprise a top rod (2) which is attached to the top portion of the ring (1) and rests on two lateral supports (3) attached to the car body (4) by means of a swivel bracket (9) which permits their rotation about a vertical axis independently of each other.

Description

The present invention relates to an intercirculation device for railway cars.

The qualities that an intercirculation device must have are essentially good general sealing, whatever the relative positions of the coupled cars, in particular in the curved parts of the tracks, and also good soundproofing.

We tried to improve the seal by making the passage in the form of two rigid rectangular rings, each associated with a car and lockable to each other. Known embodiments of this kind include a retractable half-corridor produced in the form of several rings assembled without telescopic shape, one of them being mounted on a pivot in the car and another comprising means for hooking to a similar ring. from another car. In operation, the inevitable play of the telescopic assembly can be a danger for travelers. On the other hand, the only possible horizontal movement of the corridor being a rotation around the pivot, the scanning angle is important, which sacrifices a large space of the car, going against an optimal occupation of the latter. by travelers. Finally, this significant sweeping imposes, at the end of the car, a very wide opening which can practically be concealed only by sliding covers in a dome shape. Such an arrangement in fact excludes coupling with cars of another type, in particular of the classic type.

In US-A-2562448, an intercirculation device between railway cars has been described, comprising two corridors suspended from adjacent cars using means allowing universal movement of these corridors. The means in question are, however, very complicated and are not applied to an intercirculation device between railway cars, in accordance with the preamble of claim 1, comprising a retractable half-corridor formed by a rigid ring connected to the body. of the car and provided with attachment means for making it integral with a similar ring connected to another car and with means for suspending this ring from the car.

The present invention aims to improve the suspension of such a rigid ring sealing device and to produce it in such a way that its bulk practically does not encroach on the interior space of the car and which lends itself easily to a coupling with a classic type car.

This result is achieved, in accordance with the wording of the characterizing part of claim 1.

According to this embodiment of the invention, the suspension means comprise an upper bar fixed to the upper part of the ring and resting on two lateral supports fixed to the body of the car by means of an articulation allowing their rotation around of a vertical axis independently of each other.

The rotation of two lateral supports of the device allows the movement of the ring parallel to the direction of advance of the car.

Thanks in particular to this possibility of translation, certain irregularities in the track, such as the small radius S-curves, are absorbed mainly by translation, so that the rotations undergone by the passage always remain at a fairly small angle, which considerably reduces the space required. The end of the car is therefore practically unchanged compared to conventional cars, which allows coupling with such cars.

In addition, the upper bar is fixed to the upper part of the ring by a reason allowing an angular movement of the bar relative to the ring in all directions.

Thanks to this degree of freedom, the ring is able to rotate around the three axes of space.

Correlatively, the device comprises two control members mounted on the body of the car with coaxial rotation with the rotation of the lateral supports and coupled by a coupling bar connected to the lower part of the ring.

A differential rotation of the lateral supports and of the control members allows the ring to take an inclination which intervenes, for example, in the event of a difference in level of one car relative to the other.

In order to keep the ring all its freedom of movement, the coupling bar is connected to the lower part of the ring by a link allowing a clearance between the bar and the ring in the direction of advance of the car. and in the horizontal transverse direction.

More specifically, the coupling bar advantageously passes between the fork teeth fixed to the lower part of the ring, the spacing of the teeth being greater than the width of the bar.

This connection allows the ring to perform, within certain limits, roll and pitch movements. No rigid connection is provided between the ring and the coupling bar which in no case serves as a support means, the support function being only fulfilled at the level of the suspension of the ring on the upper bar.

According to an improved embodiment of the invention, necessary in particular in the case of coupling with cars of another type, the lateral supports as well as the control members are connected to the body of the car by means of elastic means protrusion tending to rotate them to project the ring out of the car.

This protrusion is necessary in the case of coupling with a ring of the same type. On the contrary, in case of coupling with a car of another type, the ring is retracted.

The device also advantageously comprises a servo-assistance mechanism for bringing the ring in the retracted position towards the car against the elastic projection means.

Other features and advantages of the invention will emerge from the detailed description which follows.

• la figure 1 est une vue en élévation de l'anneau, en coupe partielle, avec un support latéral et un organe de commande, cette vue étant prise de l'intérieur de la voiture ;
• la figure 2 est une vue en coupe suivant II-II de la figure 1 ;
• les figures 3, 4 et 5 sont des vues en coupe en plan suivant respectivement III-III, IV-IV et V-V de la figure 2 ;
• la figure 6 est une vue en coupe suivant VI-VI des figures 1 et 5 ;
• la figure 7 est une vue en perspective, semi- schématique, de l'ensemble du dispositif, prise de l'extérieur de la voiture ;
• la figure est une vue en coupe en plan montrant la coopération des anneaux respectifs de deux voitures attelées ;
• les figures 9 et 10 sont deux vues en coupe en élévation, suivant le plan vertical longitudinal des voitures, montrant deux stades de l'opération d'accrochage ;
• la figure 11 est une vue partielle, à plus grande échelle, de la figure 8 ;
• les figures 12 et 13 sont des vues analogues à la figure 11, à d'autres stades de fonctionnement ;
• la figure 14 est une vue en coupe suivant XIV-XIV des figures 11 et 13 ;
• la figure 15 est une vue en coupe suivant XV-XV de la figure 13 ;
• la figure 16 est une vue partielle en élévation, de l'intérieur de la voiture, montrant le servo-mécanisme d'assistance ;
• les figures 17 et 18 sont des vues respectivement suivant XVII-XVII et XVIII-XVIII de la figure 16 ;
• les figures 19 et 20 sont des schémas montrant le fonctionnement du servo-mécanisme d'assistance ;
• les figures 21 à 23 sont des vues en coupe en plan ou en élévation simplifiées montrant le dispositif d'intercirculation dans des positions correspondant à des accidents typiques de la voie ferrée ;
• la figure 24 est une vue en coupe en plan simplifiée montrant la coopération d'un dispositif conforme à l'invention avec une voiture d'un autre type ;
• les figures 25 à 27 sont des vues en coupe en plan ou en élévation de l'exemple de la figure 24, mais dans des positions correspondant à des accidents typiques de la voie ferrée ;
• la figure 28 est un schéma montrant les divers degrés de liberté de l'anneau.
• En référence aux figures 1 à 8, le dispositif d'intercirculation comprend, sur chaque voiture un anneau 1 constitué d'un cadre métallique rigide formant couloir, et muni sur son bord extérieur d'une bordure 10 en caoutchouc pour former joint avec une bordure analogue 10a d'un anneau 1a d'une autre voiture (figure 8).

In the accompanying drawings, given by way of nonlimiting example:

• Figure 1 is an elevational view of the ring, in partial section, with a lateral support and a control member, this view being taken from inside the car;
• Figure 2 is a sectional view along II-II of Figure 1;
• Figures 3, 4 and 5 are sectional plan views along respectively III-III, IV-IV and VV of Figure 2;
• Figure 6 is a sectional view along line VI-VI of Figures 1 and 5;
• Figure 7 is a semi-schematic perspective view of the entire device, taken from the outside of the car;
• the figure is a sectional plan view showing the cooperation of the respective rings of two harnessed cars;
• Figures 9 and 10 are two sectional elevational views along the longitudinal vertical plane of the cars, showing two stages of the attachment operation;
• Figure 11 is a partial view, on a larger scale, of Figure 8;
• Figures 12 and 13 are views similar to Figure 11, at other stages of operation;
• Figure 14 is a sectional view along XIV-XIV of Figures 11 and 13;
• Figure 15 is a sectional view along XV-XV of Figure 13;
• FIG. 16 is a partial elevation view of the interior of the car, showing the servo-assistance mechanism;
• Figures 17 and 18 are views respectively along XVII-XVII and XVIII-XVIII of Figure 16;
• Figures 19 and 20 are diagrams showing the operation of the servo assistance mechanism;
• Figures 21 to 23 are sectional views in plan or in simplified elevation showing the intercirculation device in positions corresponding to accidents typical of the railway;
• Figure 24 is a simplified plan sectional view showing the cooperation of a device according to the invention with a car of another type;
• Figures 25 to 27 are sectional plan views or elevation of the example of Figure 24, but in positions corresponding to accidents typical of the railway;
• Figure 28 is a diagram showing the various degrees of freedom of the ring.
• Referring to Figures 1 to 8, the intercirculation device comprises, on each car a ring 1 consisting of a rigid metal frame forming a corridor, and provided on its outer edge with a rubber border 10 to form a joint with a border analog 10a of a ring 1a of another car (Figure 8).

The ring 1 is suspended from a substantially horizontal upper bar 2 and resting at its ends on lateral supports 3 themselves fixed to the body 4 of the car.

The ring 1 carries a bearing 5 in which is mounted a tube 6 by means of a pad 7 made of plastic material. The bar 2 is slidably mounted in the tube 6, so that it can not only slide along its axis but also be oriented in all directions thanks to the plasticity of the pad 7.

Each lateral support 3 comprises a vertical tube 8 rotatably mounted in a bearing 9 fixed to the body 4 and resting, by means of a spring 11, in a ball bush 12 also fixed to the body 4.

On each tube 8 is fixed a support arm 13 extending horizontally and carrying at its end a ball bearing 30 in which the upper bar 2 is slidably mounted.

It is understood that a symmetrical rotation of the lateral supports allows a translational movement of the ring 1 in the direction of advance of the car, that is to say perpendicular to the plane of Figure 1. A lateral translational movement is also authorized by sliding the bar 2 in the bearings 30 and in the tube 6. Finally, a vertical translational movement can be effected by variable compression of the spring 11.

By differential rotation of the supports 3, the ring 1 can be rotated about its vertical axis. It can also undergo a pitch rotation by rotation of the tube 6 around the bar 2, and a roll rotation by deformation of the plastic pad 7.

A control member 14 comprises a tube 15 coaxial with the tube 8 and resting on the latter by a shoulder 16. The tube 15, which is thus free to rotate relative to the tube 8, carries at its lower end an articulated crank arm 17 to a coupling bar 18 which connects it to a symmetrical control member (not shown). The bar 18 has at its ends elongated holes 20 allowing the deformation of the bar-crank arm system.

The position of the bar 18 is such that it does not touch the lower part of the ring 1, but that it is moved away from it by a distance d of the order of a few millimeters.

The coupling bar 18 cooperates with the ring only by means of forks 19 fixed on the ring, and the spacing of the teeth of these forks is significantly greater than the width of the bar (Figure 6). This game allows a certain longitudinal movement of the bottom of the ring for a given position of its upper part.

On each tube 15 is still fixed an arm of reminder 21 connected to the body 4 of the car by a tension spring 22 fixed to the body by means of a clip 23 located towards the outside of the body with respect to the common axis of the tubes 8 and 15 ( figure 3).

The support arms 13 are connected by springs 24 to fasteners 25 situated in a similar manner (FIG. 4).

It is understood that the action of these springs tends to rotate the support arms 13 and the crank arms 17 so as to project the ring 1 out of the car. They therefore constitute elastic projection means.

In this movement, the lateral supports 3 play a control role in the same way as the control members 14. However, their role as supports explains the terminology used.

An auxiliary shaft 26 is mounted vertically in bearings 27 fixed to the body and carries two arms 28, 29 provided with rollers to cooperate with plates 31, 32 fixed respectively on the return arm 21 and on the support arm 13.

The shaft 26 carries an arm 33 connected to the rod 34 of a jack 35 shown diagrammatically in FIG. 3 and arranged so as to rotate, by means of the shaft 26, the lateral supports 13 and the members of command 14 against the electrical projection means. The servo-assistance mechanism comprising this cylinder (and a symmetrical cylinder) will be described later in detail.

• - la translation verticale (ressorts 11) ;
• - la translation horizontale transversale (palier 5 et fourchettes 19) ;
• - la rotation autour d'un axe vertical (rotations différentielles respectives des supports 3 et des organes 14) ;
• - la rotation autour d'un axe horizontal transversal (rotation différentielle de l'ensemble des supports 3 d'une part et de l'ensemble des organes 14 d'autre part).

The various degrees of freedom of the ring have been summarized in the diagram in FIG. 28, indicating them by arrows located near the respective members which make it possible to obtain them. We find :

• - vertical translation (springs 11);
• - horizontal transverse translation (bearing 5 and forks 19);
• - rotation around a vertical axis (respective differential rotations of the supports 3 and the members 14);
• - Rotation about a transverse horizontal axis (differential rotation of all of the supports 3 on the one hand and of all of the members 14 on the other).

The rotation around a horizontal axis perpendicular to the plane of the figure results from a differential translation of the top and bottom of the ring.

The horizontal translation perpendicular to the plane of the figure results from equal and simultaneous rotations of the supports 3 and of the members 14.

Two membranes 36 of elastic material such as rubber extend vertically on the sides of the ring 1 (FIG. 8). Each is attached on the one hand to the front edge 37 of the ring and on the other hand to the body 4 of the car. These membranes have a convexity directed towards the outside of the car to cooperate with membranes 36a attached to a ring 1a of a car of the same type.

Pleated membranes 38 of similar material extend around the entire periphery of the ring and are attached on the one hand to the inner edge 39 of the ring and to the body 4 of the car. They are isolated from the interior of the car by partitions 41 which extend along lateral protective cheeks 42 articulated and applied to the interior walls of the ring by elastic means.

Finally, a hollow bead 43 of rubber, substantially cylindrical, is fixed to the body of the car (Figure 9) and extends above the upper part of the ring, to cooperate with a similar ring 43a of car of the same type.

We will now describe, with reference to FIGS. 9 to 15, other members which intervene more particularly during the operation of coupling and joining the ring 1 to a ring 1a of another car of the same type.

A movable hatch 44 is articulated on the floor of the ring around an axis 45. It is liftable and its dimensions are sufficient to allow the passage of a man responsible for coupling the cars. This hatch extends over the entire width of the ring and carries a bolt 46 arranged to engage, in the high position of the hatch, behind a latch 47 (FIG. 11) articulated around an axis 48 integral with the side wall of the ring. This latch can be raised by means of a cable control under sheath 49 connected to a return 51 secured to a transverse shaft 52 (Figures 7 and 9). The shaft 52 is controlled in rotation by means of a connecting rod 53, shown by a single line for greater clarity, and a crankpin 53a, from a manual control lever 54.

The reference 51 also controls, by means of another connecting rod 55, the operation of two rotary hooks 56 intended to cooperate with bolts 57a fixed on the other ring 1 for the purpose of hooking the two rings one to the other.

On its side face not shown in FIG. 9, the ring 1 carries two bolts 57 corresponding to two hooks 56a of the ring 1a.

Likewise, the ring 1 carries a centering cone 58 to cooperate with a complementary conical cavity 59a of the ring 1a. On its other lateral face, the panel 1 carries an identical cavity 59 (FIG. 7) for cooperating with a cone, not shown, of the ring 1a.

It follows from the above that, the hatch 44 being raised, the operation of the lever 54 in the direction of the arrow F1 causes the double effect of releasing the hatch 44 and of lowering the hooks 56 in their position of cooperation with the bolts 57a (Figure 10).

A lever 54, a connecting rod 53 and a crankpin 53a are provided on each lateral face of the ring 1, the two crankpins being conjugated by the shaft 52 (FIG. 7). In this way, the coupler can simultaneously operate the levers 54 of the two cars.

A retraction lever 61 is wedged on the axis 45 of the hatch 44. A similar lever (not shown) is wedged at the other end of the axis 45. This lever has a curved shape to prevent, in its rotation, strike the coupling bar 18. It has an appendage 62 (FIG. 11) arranged to bear on a stop 63 integral with the body 4 of the car so as to maintain the ring in the retracted position against the projection means (Figure 9). By rotation of this lever, this retainer disappears and the ring protrudes (Figure 10).

A pawl 64 (Figures 11 to 13) is integral with the hatch 44 and cooperates with the lever 61 so as to rotate it in the direction of retraction when the hatch is raised. Conversely, the pawl 64 does not drive the lever 61 when the hatch is lowered (Figure 13).

The apparatus thus described operates in the following manner when it comes to coupling two cars of the same type (FIGS. 9 and 10).

Before the cars are brought into contact, buffers against buffers, the coupler raises the hatch 44 to obtain the space necessary for its operation. The maneuvers carried out on the other car, which are identical and practically simultaneous, will not be described. The raising of the hatch causes the rotation of the retraction lever 61 which, by bearing on the stop 63, causes the ring to retract towards the car.

The hatch is locked in the high position by the passage of the bolt 46 behind the latch 47, which allows the coupler to freely carry out its coupling operations. Once these have been completed, the coupler turns the manual control lever 54 along the arrow F1, which causes, by the sheathed cable 49, the unlocking of the latch 47 and the release of the bolt 46. The hatch 44 falls back down, driving the pawl 64. Solicited by the elastic protrusion means, the retraction lever 61 accompanies the pawl 64 and the ring moves into the protruding position (FIG. 10).

But at the same time, by the effect of the connecting rod 53, the hooks 56 came into the locking position prematurely (Figure 10). The coupler therefore operates the lever 54 in the direction of arrow F2, which has the effect of raising the hooks 56, then again in the direction of arrow F1 to cause the final coupling.

The control levers 54 and the mechanism they drive constitute general control means, with multiple functions, used to control the hatch, the projection of the ring and its attachment.

We will now describe, still with reference to Figures 9 to 15, special control means, used when coupling a car fitted with a ring according to the invention with a car of another type. In such a case, the ring must remain permanently retracted, even after the hatch is lowered.

To this end, a U-shaped ring 65, forming a closed yoke is articulated around an axis 66 integral with the wall of the ring and arranged to come over and hold a finger 67 of the lever 61. It is understood that the lever 61 thus retained will not accompany the pawl 64 when the hatch is lowered and the ring 1 will be kept retracted.

A rotary cam 68, maneuverable by a square 69, is arranged to act on a tail 71 of the latch 47 and cause it to be unlocked (FIG. 13). This cam is integral with an arm 72 coupled by a connecting rod 73 to an arm 74 integral with the ring 65. In this way, unlocking the hatch by means of the square 69 simultaneously causes the rotation of the ring 65 which covers the finger 67, and the hatch 44 lowers without authorizing the movement of the lever 61. The arm 74 is provided long enough to serve as an end-of-travel stop for the movement of the ring 65.

We will now describe, with reference to FIGS. 16 to 20, an assistance servo-mechanism which serves to retract the ring 1 against the elastic output means without requiring significant manual effort.

This servo-mechanism comprises the two cylinders 35 mentioned above, the bodies of which are articulated on the body 4 of the car. They are connected by flexible pipes 75 to a pneumatic connector 76 fixed to the ceiling of the ring 1. A flexible supply pipe 77 connects the connector 76 to a general pipe 78 of compressed air via a capacity 79, a non-return valve 81 and a shut-off valve 82. Beyond the connector, this piping is extended by a loop 83 which returns to the connector to communicate with the piping 75 of the jacks, and on which is interposed a three-way distributor 84. This distributor makes it possible to put the jacks in communication either with the general pipe 78 or with the atmosphere by means of a pusher 85 controlled by a cam 86 secured to one of the assembly hooks 56.

More specifically, the pusher is arranged to admit compressed air into the jack when the hook 56 is in the high position in the direction of a retraction of the rod 34 in the jack, and to put the jack in the atmosphere when the hook 56 is in the low hooking position.

If we refer to Figures 3 and 4, we see that the retraction of the cylinder rod causes the rotation of the shaft 26 clockwise, which rotates the lateral support 3 and l the control member 14 in the same direction and causes the ring 1 to retract against the elastic projection means constituted by the springs 22 and 24 symbolized by the reference S in FIGS. 19 and 20.

The servo-mechanism thus described operates in the following manner.

The ring 1 being assumed to protrude, the coupler begins by operating the lever 54 in the direction of the arrow F2 to raise the hooks 56 and, thereby, cause the withdrawal of the ring. It can then raise the hatch 44 effortlessly since no elastic means no longer oppose it. This lifting of the hatch drives the retraction lever 61 which comes to bear on the stop 63 and remains locked in this position by locking the bolt 46 behind the latch 47. If any incident occurs on the air circuit compressed, the ring cannot therefore protrude and the coupler is safe from any accident.

Once the coupling has been carried out, the operation indicated above of the lever 54 in the direction of the arrow F1 brings the hooks 56 in the low position and causes the ring 1 to protrude by venting the jack.

The following double maneuver, successively following the arrows F2 and F1, in order to hook the hooks 56 onto the bolts 57a is carried out quickly, so that the lifting of the hooks, due to the inertia of the jack, does not cause meanwhile removing the ring. In addition, the design of the cam 86 is such that the small amplitude of the movement along F2 does not affect the state of the distributor 84.

Once the rings 1 and 1a of the two cars have been attached, the seal obtained is excellent (FIG. 8) thanks to the seals 10, 10a which ensure perfect continuity between the two rings, and to the pleated membranes 38 which extend all around the ring. The sound insulation is also remarkable thanks to the double wall effect provided by the outer 36 and inner 38 membranes.

These qualities are preserved whatever the road accidents. In the simple curves (figure 21), in the S-shaped curves (figure 22) and in the unevennesses (figure 23), the continuity of the passage is preserved, as well as the sound insulation, because the external membranes 36, 36a do not stop never be in contact and thus retain the double wall effect. It is the same for the upper beads 43, 43a.

The type of passage according to the invention is compatible with conventional cars known as “with beads”, where the passage is only formed by three hollow cylindrical rubber beads, upper and lateral. The cooperation of these beads with the outer membranes 36 and with the upper bead 43 takes place in a satisfactory manner as shown in FIGS. 24 and 25.

For such couplings, there is a folding flap 87 articulated on the outer edge of the floor of the ring 1, in order to ensure the continuity of the floor. After coupling, the ring is not protruding, which remains in the retracted position, the hatch 44 being unlocked by means of the square 69.

The passage thus obtained still gives full satisfaction in the unevennesses (figure 25) and in the simple curves (figure 26). However, in the S-curves (figure 27) there can be a hiatus as in the case of the coupling of two cars with beads between them.

In addition to this compatibility, the passage according to the invention can still be used as it is with an automatic coupling. In such an application, it can even be considerably simplified, the ring no longer having to be retracted.

Claims (28)

1. Device for intercommunication between railroad cars, comprising a retractable half-corridor formed by a rigid ring (1) joined to the car body (4) and provided with hook-engagement means (56, 57) for rigidly fixing it to a similar ring (1a) which is joined to another car and with means (2, 5, 3) for suspending the ring (1) from the car body (4), characterized in that these suspension means comprise a top rod (2) which is attached to the top portion of the ring (1) and rests on two lateral supports (3) attached to the car body (4) by means of a swivel bracket (9) which permits their rotation about a vertical axis independently of each other.

2. Device in accordance with claim 1, characterized in that the top rod (2) is joined to the lateral supports (3) by means of ball bushings (30).

3. Device in accordance with one of claims 1 or 2, characterized in that the top rod (2) is attached to the top portion of the ring (1) by means of a bearing connection (5) which permits angular displacement of the rod with respect to the ring in all directions.

4. Device in accordance with one of claims 1 to 3, characterized in that it comprises two operating members (14) which are mounted on the car body (4) for rotation in coaxial relation to the rotation of the lateral supports (3) and are coupled by means of a coupling bar (18) which is joined to the bottom portion of the ring' (1).

5. Device in accordance with claim 4, characterized in that the coupling bar (18) is joined to the bottom portion of the ring (1) by means of a coupling system which permits relative displacement between the bar (18) and the ring (1) in the horizontal transverse direction.

6. Device in accordance with one of claims 2 to 5, characterized in that each lateral support (3) comprises a tube (8) which is rotatably mounted on the car body (4) and carries a supporting arm (13) fitted with a ball bushing (30) in which the top rod (2) is slidably mounted.

7. Device in accordance with one of claims 3 to 6, characterized in that the top portion of the ring (1) carries a bearing (5) in which the top rod (2) is mounted by means of a bushing (7) of deformable material.

8. Device in accordance with claim 7, characterized in that the top rod (2) is mounted within the bushing (7) through the intermediary of a tube (6) in which it is slidably mounted.

9. Device in accordance with one of claims 5 to 8, characterized in that the coupling bar (18) passes between the teeth of forks (19) attached to the bottom portion of the ring, the distance between the teeth being greater than the width of the bar.

10. Device in accordance with one of claims 6 to 9, characterized in that each operating member (14) comprises a tube (15) in coaxial relation to the tube (8) which forms a lateral support (3) and provided with a crank-arm (17) connected to the coupling bar (18).

11. Device in accordance with one of claims 1 to 10, characterized in that the lateral supports (3) are attached to the car body (4) through the intermediary of resilient means (11) which permit relative vertical displacement of the ring (1) with respect to the car body (4).

12. Device in accordance with one of claims 1 to 11, characterized in that the lateral supports (3) are joined to the car body (4) through the intermediary of resilient projection means (24) which tend to produce rotational displacement of the supports in order to cause the top portion of the ring (1) to project outward from the car.

13. Device in accordance with one of claims 6 to 12, characterized in that it comprises a tension spring (24) which connects the supporting arm (13) of each lateral support (3) to the car body (4).

14. Device in accordance with one of claims 4 to 13, characterized in that the control members (14) are connected to the car body (4) through the intermediary of resilient projection means (22) which tend to produce rotational displacement of the members in order to cause the bottom portion of the ring (1) to project outward from the car.

15. Device in accordance with one of claims 9 to 14, characterized in that it comprises a tension spring (22) which connects a restoring arm (21) of each operating member (14) to the car body (4).

16. Device in accordance with one of claims 11 to 15, characterized in that the bottom portion of the ring comprises a liftable trap-door (44) which is pivotally mounted on shaft (45) and the dimensions of which are intended to allow a person to pass for coupling the cars.

17. Device in accordance with claim 16, characterized in that the trap-door (44) carries a pawl (64) in cooperating relation with a retracting lever (61) pivotally mounted on a lateral face of the ring (1), this lever being provided with an appendage (62) so arranged as to bear on a stop (63) rigidly fixed to the car body (4) and to thrust the bottom portion of the ring (1) toward the car when the trap-door (44) is lifted.

18. Device in accordance with claim 17, characterized in that the trap-door (44) carries a bolt (46) for cooperating with a latch (47) for locking the trap-door in the raised position.

19. Device in accordance with claim 18, characterized in that it comprises general means (64) for controlling the latch (47) in order to release the bolt (46) and to permit the downward return of the trap-door (44) while allowing the retracting lever (61) to rotate under the action of resilient projection means (22, 24).

20. Device in accordance with one of claims 17 or 19, characterized in that it comprises special means (68, 69) for controlling the latch (47), these means being connected mechanically to means (65) for locking the retracting lever (61) in order to maintain the bottom portion of the ring (1) in the retracted position when the trap-door (44) is lowered.

21. Device in accordance with one of claims 18 or 20, characterized in that the general means (54) for controlling the latch (47) are connected mechanically to the means (56) for hook-engagement of the ring (1) with the ring (1a) of another car.

22. Device in accordance with one of claims 11 to 21, characterized in that it comprises a power-assistance servomechanism for returning the ring (1) in the retracted position toward the car in opposition to the resilient projection means (22, 24).

23. Device in accordance with claim 15, characterized in that the power-assistance servomechanism comprises a jack (135), the rod (134) of which is connected to a crank-arm (33) of an auxiliary shaft (26) whose axis is parallel to the axes of the lateral supports (3), this shaft (26) being also adapted to carry a first arm (29) which cooperates with the supporting arm (13) of the lateral support (3) and a second arm (28) which cooperates with an arm (21) for returning the operating member (14).

24. Device in accordance with one of claims 1 to 23, characterized in that it comprises a deformable membrane (36) which extends along the sides of the ring (1), which is attached on one side to the car body (4) and on the other side to the outer edge of the ring with respect to the car, and which has a convex portion directed to the exterior of the car.

25. Device in accordance with claim 24, characterized in that it comprises a seal tube (43) of elastic material which extends horizontally above the ring (1).

26. Device in accordance with one of claims 1 to 25, characterized in that it comprises a pleated membrane (38) which is joined on one side to the car body (4) and on the other side to the inner edge of the ring (1) with respect to the car and which extends along the four sides of the ring.

27. Device in accordance with claim 26, characterized in that it comprises two lateral protection cheeks (42) located inside the ring (1) and applied by resilient means against the zones of attachment of the pleated membrane (38) to the ring (1)..

28. Device in accordance with one of claims 1 to 27, characterized in that it comprises a downwardly displaceable flap (87) hinged on the edge of the bottom portion of the ring in order to provide a continuous passageway with a car equipped with another type of intercommunication device.

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