EP0330742B1 - Übergangseinrichtung für Schienenfahrzeuge - Google Patents

Übergangseinrichtung für Schienenfahrzeuge Download PDF

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Publication number
EP0330742B1
EP0330742B1 EP88119662A EP88119662A EP0330742B1 EP 0330742 B1 EP0330742 B1 EP 0330742B1 EP 88119662 A EP88119662 A EP 88119662A EP 88119662 A EP88119662 A EP 88119662A EP 0330742 B1 EP0330742 B1 EP 0330742B1
Authority
EP
European Patent Office
Prior art keywords
gangway
bridge
vehicle
bridge plate
plate
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.)
Expired - Lifetime
Application number
EP88119662A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0330742A3 (en
EP0330742A2 (de
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/de
Publication of EP0330742A3 publication Critical patent/EP0330742A3/de
Application granted granted Critical
Publication of EP0330742B1 publication Critical patent/EP0330742B1/de
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.
  • a generic transition device is known from EP-A-0 206 583.
  • the transition protection consists of a wave-shaped bellows, which forms a closed tube and has at the rear end the fastening frame for fastening to the vehicle and at the front end a coupling frame for interacting with a corresponding transition device of a vehicle which is coupled subsequently or in front.
  • the front dome frame forms rigid side wall parts and a rigid roof part within the bellows and is provided with an outwardly directed collar, with which it interacts with the corresponding transition device of the second of the two coupled vehicles, with the interposition of a sealing strip.
  • the transition bridge consists of two horizontal plates, one of which is pivoted upwards on the front coupling frame and the other pivotally upwards on the rear mounting frame and which overlap one another when they are folded down into their horizontal operating position.
  • the invention has for its object to provide 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 tunnel section 3 is suspended at the front end directly on the front of the railroad 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 in the tubular part of the transition protection formed by the bellows 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.
  • the base frame 6a, 6b is slidably supported on the carriage plate 9 to relieve the coil springs 4a, for which purpose a roll 30 is mounted on the crossbeam 6b at a predetermined distance from each outer end of the rear crossbeam 6b between two bracket 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 plate 9 slides into a pocket 31 which is formed on the underside of the bridge plate 8 by an angle plate 32 attached to the underside of the bridge plate (FIG. 5).
  • 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 an all-round extruded profile fastened to the bridge plate 8, which is in the region of the bridge plate side edges and the bridge plate leading edge 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 a bar 37 to lie, 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.
  • Dust and airstream are reliably kept away from the inside of the transition protection even when the pressure outside the transition device is significantly higher than within the transition device in high-speed trains. This increased external pressure has practically no effect inside the transition device.
  • 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 top and bottom 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 facility can approach each other until the spring of the two respective devices under pressure is blocked. 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.

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)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Body Structure For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
EP88119662A 1988-03-04 1988-11-24 Übergangseinrichtung für Schienenfahrzeuge Expired - Lifetime EP0330742B1 (de)

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
DE3807167A DE3807167A1 (de) 1988-03-04 1988-03-04 Uebergangseinrichtung fuer schienenfahrzeuge
DE3807167 1988-03-04

Publications (3)

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

Family

ID=6348907

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88119662A Expired - Lifetime EP0330742B1 (de) 1988-03-04 1988-11-24 Übergangseinrichtung für Schienenfahrzeuge

Country Status (5)

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

Families Citing this family (4)

* 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
DE4042181A1 (de) * 1990-12-29 1992-07-02 Huebner Gummi & Kunststoff Uebergangsbruecke fuer schienenfahrzeuge
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
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)

* Cited by examiner, † Cited by third party
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 (enrdf_load_stackoverflow) * 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 (en) * 1981-02-26 1985-03-26 Dennis P. Chadwick Interconnecting passage for articulated vehicle
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
JPH038530Y2 (enrdf_load_stackoverflow) * 1985-06-19 1991-03-01
JPS61291265A (ja) * 1985-06-19 1986-12-22 川崎重工業株式会社 車両用連結幌
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

Also Published As

Publication number Publication date
GR3005320T3 (enrdf_load_stackoverflow) 1993-05-24
US4942825A (en) 1990-07-24
EP0330742A3 (en) 1989-10-25
DE3871366D1 (de) 1992-06-25
DE3807167A1 (de) 1989-09-14
ES2031573T3 (es) 1992-12-16
EP0330742A2 (de) 1989-09-06

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