EP0370459B1 - Front part of a railway car - Google Patents

Front part of a railway car Download PDF

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Publication number
EP0370459B1
EP0370459B1 EP89121514A EP89121514A EP0370459B1 EP 0370459 B1 EP0370459 B1 EP 0370459B1 EP 89121514 A EP89121514 A EP 89121514A EP 89121514 A EP89121514 A EP 89121514A EP 0370459 B1 EP0370459 B1 EP 0370459B1
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EP
European Patent Office
Prior art keywords
gangway
buffer
car
longitudinal direction
bridge
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
EP89121514A
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German (de)
French (fr)
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EP0370459A2 (en
EP0370459A3 (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
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Huebner Gummi und Kunststoff GmbH
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Publication date
Application filed by Huebner Gummi und Kunststoff GmbH filed Critical Huebner Gummi und Kunststoff GmbH
Priority to AT89121514T priority Critical patent/ATE101088T1/en
Publication of EP0370459A2 publication Critical patent/EP0370459A2/en
Publication of EP0370459A3 publication Critical patent/EP0370459A3/en
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Publication of EP0370459B1 publication Critical patent/EP0370459B1/en
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    • 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
    • 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
    • B61D17/06—End walls

Definitions

  • the invention relates to the front wall of a passenger coach according to the preamble of claim 1.
  • the transition is therefore located between the two buffers on the front of the passenger coach.
  • the upper edge of the buffers is seen vertically in the area of the transition bridge.
  • the spring force of the buffers can differ.
  • the spring force of the transitions can also differ.
  • the invention proposes to design a generic end face of a railroad passenger coach according to the patent claims.
  • each buffer actuates a lever when pressed in, with the ropes or rods that pull the bellows back against spring force. This causes deviations in the difference reduced to a minimum between the contact surfaces of the buffers and those of the transition sliding surfaces with two carriages coupled together.
  • bevels on the right and left are provided on the bridge frame and the transition is held in a certain position to the buffers by a reset device.
  • the front side of the railroad passenger car 1 has a passage opening which can be closed by a door 2, in order to enable people to change from this passenger car to a second passenger train set coupled to it when the door is open.
  • a transition bridge 3 is placed below the door opening on the front of the car shown, which, in the case of coupled cars, continues in the corresponding bridge of the second car.
  • the transition bridge is arranged in a tunnel or tubular transition protection 4, which consists of a rear end frame 5, a bellows 6 and a front end frame 7 as its essential components .
  • the transition protection is attached to the front of the car, the transition end is to be connected to the front end frame of a corresponding transition protection of the coupled second car with the front end frame.
  • the bellows 6 gives the transition protection the necessary flexibility to be able to adapt to the different installation and operating conditions.
  • the length between the front end of the car and the front end frame 7 can be appropriately divided between the front end frame 7 and the bellows 6, as long as the required flexibility is ensured.
  • the front side of the front end frame 7 is preferably designed as a sliding surface 7a and between this end frame and the end face of the car resilient springs 7b can be arranged, which put the front end frames of two coupled cars together with such a pretension that a mechanical connection between them does not is necessary, but both end frames can slide in the necessary and permissible limits in the transverse direction of the wagon and vertically relative to each other.
  • the springs can be designed so that the front end frame is also hung directly on the front of the car.
  • the compliant part of the transitional protection need not necessarily be a bellows; if necessary, it can, for example, be a bead or a succession of several beads.
  • the bridge consists of at least two parts 8, 9, which are adjustable relative to each other.
  • the part 8 is held on the front side of the car, the part 9 on the front end frame 7 and in particular in this solution, it is expedient to support the front end frame, as mentioned above, directly on the front side of the car, in order to support the bridge part 9 on the bridge part 8 to let, but keep the associated support forces so low that no undesirable impairment the relative movements between the two bridge parts 8, 9 occurs.
  • transitional protection and the transitional bridge together form a transitional facility.
  • the construction of this transition device which is described in principle above, is described in detail in DE patent application P 38 07 167.3 dated March 4, 1988, or in an EP application claiming the priority of this application, the file number of which is not yet known.
  • the present application relates in particular, but not exclusively, to such a construction of the transition device.
  • the end wall 10 of the car has a pocket 11 which springs back into the floor construction of the car, the bottom plate 12 of which protrudes beyond the front wall 10 of the car.
  • a bridge construction 14 (above “bridge part 9") is supported with its rear end, the front end of which is connected to the front end frame in such a way that a fork-shaped support frame with the front ends of the fork tines 15 are fixedly connected to the front end frame 7, while its web is supported on the carriage-fixed base plate 12 by means of the rollers 13 or corresponding sliders and a step plate 16 is pivotally mounted thereon on joints 17, which in the operating position Covering the area between the fork-shaped support frame, in the inoperative position in front of the front wall of the car, so that the coupling 100 located in the space between the fork-shaped support frame is accessible.
  • the buffer springs should have the same pretension so that they lie on top of each other in the middle between the two carriages, as long as normal operating conditions exist and the buffer springs still apply opposing forces in the same way. This takes place at least approximately in a vertical transverse plane A, in which the front end frames of both transition protection devices as well as the tread plates 16 and the front ends of the side parts 15 of the fork-shaped support frame, the tread plates 16, with sealing strips 35a interposed, lie against one another. If essentially horizontal horizontal movements between the two carriages occur from this operating position, operating conditions can occur in which the buffers 18 laterally migrate relative to the transition device and, depending on the cause of this change in the operating situation, the buffers approach one side of the transition bridge.
  • the top edge of the buffer is at a greater distance from the top edge of the rail than the bottom edge of the transition device, as long as there is no contact between the transition device and buffers or as long as the front edges of the transition devices and buffers of both carriages are in the above-mentioned level A. .
  • the buffers approach the transition device largely from one side, so they can penetrate between the two transition bridges and slide into their pockets with the formation of a gap at times without causing damage.
  • the buffer and the transition device of each carriage are now coupled to one another in accordance with the invention in such a way that the transition bridge follows the adjustment movements of the buffers in such a way that the buffer 18 and front edges of the transition bridge, that is to say the side fork-shaped parts 15 of the supporting frame and the footplate 16 correspond to each other regardless of the position of the buffers, ie lie in a common vertical transverse plane.
  • a lever linkage is articulated in a joint 20 on each buffer 18 or the buffer plate of each of the two coupled carriages, the levers 21, 22 and 23 of which are articulated at pivot points 24, 25, the bell crank 22 is pivotally mounted in a pivot point 27 on the respective carriage and the last lever 23 of which is connected to a cable 28 which is guided over a deflection roller 29 and is held in a holding point 30 on the bridge construction 14 and has a cable tensioner 31.
  • the transition bridge in the case of simpler requirements, alternatively, in the case of special requirements, can be directly protected against the buffers being knocked against in the operating conditions discussed above.
  • the transition device or transition bridge can be triggered by a buffer in the manner described above Control of bridge movements in dependence on buffer movements can be prevented, but nevertheless the fact is taken into account that, as a rule, unforeseeable relative movements take place or the control according to the invention fails.
  • buffer deflecting surfaces are assigned to the outside of each fork prong 15, in the case of other bridge constructions in a corresponding manner to other bridge components, and in the area where the buffers on the fork prongs 15 would come into contact if the transition devices were two Carriages would maintain their starting position more than the buffers acting between the two carriages.
  • These buffer deflecting surfaces are blocks 32 fastened to the outer sides of the fork tines, the outer surfaces of which run obliquely in such a way that an impacting buffer causes the bridge to evade to the side increasingly by the distance between the inclined surface and the fork surface becoming increasingly smaller in the direction of the front end wall of the vehicle (Fig 4).
  • these evasive movements lead to lateral displacement movements between the sliding surfaces 7a of the front end frames 7 and are therefore particularly easy to effect or possible with this solution.

Abstract

The invention relates to the front part of a railway car, having an intercommunicating gangway, which is variable in length in the longitudinal direction of the car, in the area between two lateral buffers, sprung in the longitudinal direction of the car. At least under certain operating conditions, the intercommunicating gangway lies with its associated parts below a horizontal plane, over which the buffer heads protrude upwards. When their buffer springs are under normal stress, the buffer heads lie in a vertical transverse plane, in which front end parts of the intercommunicating gangway lie. Furthermore, the intercommunicating gangways of two cars to be connected to each other are preferably held in contact without solid connection by springs acting in the longitudinal direction and, finally, the gangway treadplates of this intercommunicating gangway are preferably adjustable in the longitudinal direction independently of the protection of the gangway. The invention is characterised in that means are provided by which the buffer heads and the said front end parts of the gangway treadplate can be kept essentially in a common perpendicular plane transverse to the vehicle even when the buffer plates change their position due to changed stressing of the buffer springs.

Description

Die Erfindung bezieht sich auf die Stirnwand eines Reisezugwagens gemäß dem Gattungsbegriff des Patentanspruches 1.The invention relates to the front wall of a passenger coach according to the preamble of claim 1.

Der Übergang ist also zwischen den beiden Puffern an der Stirnseite des Reisezugwagens angeordnet. Die Oberkante der Puffer liegt vertikal gesehen im Bereich der Übergangsbrücke. Hinzu kommt eine vertikale Differenz zwischen zwei gekuppelten Wagen durch Radreifenabnutzung und Durchfederung von bis zu 85 mm.The transition is therefore located between the two buffers on the front of the passenger coach. The upper edge of the buffers is seen vertically in the area of the transition bridge. In addition, there is a vertical difference of up to 85 mm between two coupled carriages due to wheel tire wear and deflection.

Die Federkraft der Puffer kann differieren. Die Federkraft der Übergänge (Gleitdichtwulst oder Gummiwulst) kann ebenfalls differieren.The spring force of the buffers can differ. The spring force of the transitions (sliding sealing bead or rubber bead) can also differ.

Es ist daher nicht sichergestellt, daß die Berührungsflächen der Puffer und die Berührungsflächen der Bälge bei gekuppelten Wagen direkt übereinanderliegen. Es tritt daher Versatz zwischen diesen beiden Flächen auf.It is therefore not ensured that the contact surfaces of the buffers and the contact surfaces of the bellows lie directly one above the other in the case of coupled carriages. There is therefore an offset between these two surfaces.

Zur aufgabegemäßen Berücksichtigung dieser Problematik schlägt die Erfindung vor, eine gattungsgemäße Stirnseite eines Eisenbahnreisezugwagens gemäß den Patentansprüchen auszubilden.In order to take this problem into account in accordance with the task, the invention proposes to design a generic end face of a railroad passenger coach according to the patent claims.

Damit die Puffer bei Querversatz der Wagen zueinander, bei S-Kurvenfahrten nicht gegen den Brückenrahmen, wie er Teil einer insbesondere zugrundegelegten Übergangseinrichtung gemäß der DE-Patentanmeldung P 38 07 167.3 ist, stoßen, und diesen zerstören, betätigt jeder Puffer beim Eindrücken einen Hebel, mit dem Seile oder Stangen, die den Gleitbalg gegen Federkraft zurückziehen. Hierdurch werden Abweichungen in der Differenz zwischen den Berührungsflächen der Puffer und denen der Übergangsgleitflächen bei zwei miteinander gekuppelten Wagen auf ein Minimum reduziert. Sicherheitshalber werden am Brückenrahmen Anlaufschrägen rechts und links vorgesehen und der Übergang wird durch eine Rückstelleinrichtung in einer bestimmten Stellung zu den Puffern gehalten.So that the buffers collide with each other when the carriages are offset, when driving on S-bends, they do not hit the bridge frame, as it is part of a transitional device based in particular on the basis of DE patent application P 38 07 167.3, and destroy it, each buffer actuates a lever when pressed in, with the ropes or rods that pull the bellows back against spring force. This causes deviations in the difference reduced to a minimum between the contact surfaces of the buffers and those of the transition sliding surfaces with two carriages coupled together. For safety's sake, bevels on the right and left are provided on the bridge frame and the transition is held in a certain position to the buffers by a reset device.

Nachfolgend wird die Erfindung anhand der Zeichnung näher erläutert. In der Zeichnung zeigen:

Fig. 1
das eine Ende eines Eisenbahnreisezugwagens, dessen Stirnseite dieses Wagenendes erfindungsgemäß ausgebildet ist, in schematischer Darstellung als Seitenansicht,
Fig. 2
das in Fig. 1 dargestellte Wagenende in der Ansicht auf die Stirnseite,
Fig. 3
den unteren Bereich der Wagenstirnwand in Seitenansicht und größerer Darstellung,
Fig. 4
den tragenden Teil der Übergangseinrichtung in Draufsicht und sehr vereinfacht und
Fig. 5
den einen Seitenbereich der Wagenstirnwand von oben gesehen.
The invention is explained in more detail below with reference to the drawing. The drawing shows:
Fig. 1
one end of a railroad passenger car, the front end of which is designed according to the invention, in a schematic representation as a side view,
Fig. 2
1 in the view of the front end,
Fig. 3
the lower area of the front end of the car in a side view and a larger view,
Fig. 4
the load-bearing part of the transition device in plan view and very simplified and
Fig. 5
seen one side of the car front wall from above.

Die Stirnseite des Eisenbahnreisezugwagens 1 weist eine durch eine Tür 2 verschließbare Durchgangsöffnung auf, um es bei geöffneter Tür Personen zu ermöglichen, von diesem Reisezugwagen zu einem mit ihm gekuppelten zweiten Reisezugwagen einer Zuggarnitur überzuwechseln. Hierzu ist unterhalb der Türöffnung an der dargestellten Wagenstirnseite eine Übergangsbrücke 3 plaziert, die bei gekuppelten Wagen sich in der entsprechenden Brücke des zweiten Wagens fortsetzt. Um den Personen ein vom Wetter, dem Fahrtwind und dgl. unbeeinträchtigtes Überwechseln zu gestatten, ist die Übergangsbrücke in einem tunnel- oder röhrenförmigen Übergangsschutz 4 angeordnet, der aus einem hinteren Endrahmen 5, einem Faltenbalg 6 und einem vorderen Endrahmen 7 als seinen wesentlichen Bestandteilen besteht. Mit dem hinteren Endrahmen 5 ist der Übergangsschutz an der Wagenstirnseite befestigt, mit dem vorderen Endrahmen ist der Übergangsschutz mit dem vorderen Endrahmen eines entsprechenden Übergangsschutzes des angekuppelten zweiten Wagens zu verbinden. Der Faltenbalg 6 gibt dem Übergangsschutz die notwendige Nachgiebigkeit, um sich den unterschiedlichen Einbau- und Betriebsbedingungen anpassen zu können. Die Länge zwischen der Wagenstirnseite und dem vorderen Endrahmen 7 kann zwischen vorderen Endrahmen 7 und Faltenbalg 6 zweckentsprechend aufgeteilt werden, solange die zu fordernde Nachgiebigkeit gewährleistet ist. Die vordere Seite des vorderen Endrahmens 7 ist vorzugsweise als Gleitfläche 7a ausgebildet und zwischen diesem Endrahmen und der Wagenstirnseite können in Wagenlängsrichtung nachgiebige Federn 7b angeordnet sein, die die vorderen Endrahmen zweier miteinander gekuppelter Wagen mit einer solchen Vorspannung aneinanderlegen, daß eine mechanische Verbindung zwischen ihnen nicht notwendig ist, beide Endrahmen aber in notwendigen und zulässigen Grenzen in Wagenquerrichtung und vertikal relativ zueinander gleiten können. Die Federn können so ausgestaltet sein, daß der vordere Endrahmen auch direkt an der Wagenstirnseite aufgehängt ist. Der nachgiebige Teil des Übergangsschutzes muß nicht notwendigerweise ein Faltenbalg sein; gegebenenfalls kann er z.B. ein Wulst oder eine Aufeinanderfolge mehrerer Wülste sein.The front side of the railroad passenger car 1 has a passage opening which can be closed by a door 2, in order to enable people to change from this passenger car to a second passenger train set coupled to it when the door is open. For this purpose, a transition bridge 3 is placed below the door opening on the front of the car shown, which, in the case of coupled cars, continues in the corresponding bridge of the second car. In order to allow people to change unaffected by the weather, the airstream and the like, the transition bridge is arranged in a tunnel or tubular transition protection 4, which consists of a rear end frame 5, a bellows 6 and a front end frame 7 as its essential components . With the rear end frame 5 the transition protection is attached to the front of the car, the transition end is to be connected to the front end frame of a corresponding transition protection of the coupled second car with the front end frame. The bellows 6 gives the transition protection the necessary flexibility to be able to adapt to the different installation and operating conditions. The length between the front end of the car and the front end frame 7 can be appropriately divided between the front end frame 7 and the bellows 6, as long as the required flexibility is ensured. The front side of the front end frame 7 is preferably designed as a sliding surface 7a and between this end frame and the end face of the car resilient springs 7b can be arranged, which put the front end frames of two coupled cars together with such a pretension that a mechanical connection between them does not is necessary, but both end frames can slide in the necessary and permissible limits in the transverse direction of the wagon and vertically relative to each other. The springs can be designed so that the front end frame is also hung directly on the front of the car. The compliant part of the transitional protection need not necessarily be a bellows; if necessary, it can, for example, be a bead or a succession of several beads.

So wie der Faltenbalg 6 bzw. ein entsprechendes nachgiebiges Teil des Übergangsschutzes Relativbewegungen zwischen zwei miteinander gekuppelten Wagen zuläßt bzw. nicht behindert, darf eine solche Behinderung auch von der Übergangsbrücke 3 nicht ausgehen. Demzufolge besteht die Brücke aus mindestens zwei Teilen 8, 9, die relativ zueinander verstellbar sind. Das Teil 8 ist an der Wagenstirnseite gehalten, das Teil 9 am vorderen Endrahmen 7 und insbesondere bei dieser Lösung ist es zweckmäßig, den vorderen Endrahmen, wie oben erwähnt, direkt an der Wagenstirnseite abzustützen, um zwar das Brückenteil 9 auf dem Brückenteil 8 sich abstützen zu lassen, die damit verbundenen Abstützkräfte aber so gering zu halten, daß keine unerwünschte Beeinträchtigung der Relativbewegungen zwischen beiden Brückenteilen 8, 9 eintritt.Just as the bellows 6 or a corresponding resilient part of the transition protection permits or does not hinder relative movements between two carriages coupled to one another, such a hindrance must not originate from the transition bridge 3 either. Accordingly, the bridge consists of at least two parts 8, 9, which are adjustable relative to each other. The part 8 is held on the front side of the car, the part 9 on the front end frame 7 and in particular in this solution, it is expedient to support the front end frame, as mentioned above, directly on the front side of the car, in order to support the bridge part 9 on the bridge part 8 to let, but keep the associated support forces so low that no undesirable impairment the relative movements between the two bridge parts 8, 9 occurs.

Übergangsschutz und Übergangsbrücke bilden zusammen eine Übergangseinrichtung. Die oben eher grundsätzlich beschriebene Bauweise dieser Übergangseinrichtung ist im einzelnen beschrieben in der DE-Patentanmeldung P 38 07 167.3 vom 04. 03. 1988 bzw. einer die Priorität dieser Anmeldung in Anspruch nehmenden Ep-Anmeldung, deren Aktenzeichen noch nicht bekannt ist. Auf eine solche Bauweise der Übergangseinrichtung bezieht sich die vorliegende Anmeldung im besonderen, jedoch nicht ausschließlich.The transitional protection and the transitional bridge together form a transitional facility. The construction of this transition device, which is described in principle above, is described in detail in DE patent application P 38 07 167.3 dated March 4, 1988, or in an EP application claiming the priority of this application, the file number of which is not yet known. The present application relates in particular, but not exclusively, to such a construction of the transition device.

Im Hinblick auf die vorliegende Erfindung wesentlich ist bei der bereits vorgeschlagenen Bauweise der Übergangseinrichtung, daß gemäß Fig. 3 die Wagenstirnwand 10 eine in die Bodenkonstruktion des Wagens zurückspringende Tasche 11 aufweist, deren Bodenblech 12 über die Wagenstirnwand 10 vorsteht. In der Tasche 11 ist in Wagenlängsrichtung verschieblich (Rollen 13 bzw. entsprechende Gleitstücke) eine Brückenkonstruktion 14 (oben "Brükkenteil 9") mit ihrem hinteren Ende abgestützt, deren vorderes Ende mit dem vorderen Endrahmen in der Weise verbunden ist, daß ein gabelförmiger Tragrahmen mit den vorderen Enden der Gabelzinken 15 fest mit dem vorderen Endrahmen 7 verbunden ist, während sein Steg über die Rollen 13 oder entsprechende Gleitstücke auf dem wagenfesten Bodenblech 12 abgestützt ist und an ihm ein Trittblech 16 um Gelenke 17 schwenkbar gelagert ist, das in der Betriebsstellung den Bereich zwischen dem gabelförmigen Tragrahmen begehbar abdeckt, in der Außerbetriebsstellung vor der Wagenstirnwand liegt, so daß die sich im Raum zwischen dem gabelförmigen Tragrahmen liegende Kupplung 100 zugänglich ist.With regard to the present invention, it is essential in the already proposed design of the transition device that, according to FIG. 3, the end wall 10 of the car has a pocket 11 which springs back into the floor construction of the car, the bottom plate 12 of which protrudes beyond the front wall 10 of the car. In the pocket 11 is displaceable in the longitudinal direction of the carriage (rollers 13 or corresponding sliders), a bridge construction 14 (above "bridge part 9") is supported with its rear end, the front end of which is connected to the front end frame in such a way that a fork-shaped support frame with the front ends of the fork tines 15 are fixedly connected to the front end frame 7, while its web is supported on the carriage-fixed base plate 12 by means of the rollers 13 or corresponding sliders and a step plate 16 is pivotally mounted thereon on joints 17, which in the operating position Covering the area between the fork-shaped support frame, in the inoperative position in front of the front wall of the car, so that the coupling 100 located in the space between the fork-shaped support frame is accessible.

Ersichtlich ist nun insbesondere bei einer solchen Bauweise nur bis zu bestimmten Relativbewegungen zwischen zwei miteinander gekuppelten Wagen die Gefahr auszuschließen, daß insbesondere an den Tragrahmen die Puffer 18 anschlagen und diesen beschädigen.In this type of construction, it is evident that the risk that the buffers 18 in particular strike and damage the support frame can only be ruled out up to certain relative movements between two coupled vehicles.

Sind zwei Wagen miteinander gekuppelt, so sollten die Pufferfedern eine solche, gleiche Vorspannung haben, daß sie in der Mitte zwischen beiden Wagen aufeinanderliegen, solange normale Betriebsverhältnisse vorliegen und die Pufferfedern noch in gleicher Weise einander entgegengesetzte Kräfte aufbringen. Dies erfolgt zumindest etwa in einer vertikalen Querebene A, in der auch die vorderen Endrahmen beider Übergangsschutzeinrichtungen sowie die Trittbleche 16 und die vorderen Enden der Seitenteile 15 der gabelförmigen Tragrahmen, die Trittbleche 16 unter Zwischenschaltung von Dichtungsstreifen 35a, aneinanderliegen. Erfolgen aus dieser Betriebsstellung heraus im wesentlichen quergerichtete Horizontalbewegungen zwischen den beiden Wagen, so können Betriebsbedingungen auftreten, in denen die Puffer 18 relativ zur Übergangseinrichtung seitlich auswandern und, je nach der Ursache für diese Änderung der Betriebssituation nähern sich die Puffer der einen Seite der Übergangsbrücke. Dies ist auch dann unschädlich, wenn einbaubedingt die Pufferoberkante von der Schienenoberkante einen größeren Abstand hat als die Unterkante der Übergangseinrichtung, solange es zu keiner Berührung zwischen Übergangseinrichtung und Puffern kommt oder solange die Vorderkanten der Übergangseinrichtungen und Puffer beider Wagen in der oben erwähnten Ebene A liegen. Nähern sich im letzten Fall die Puffer von einer Seite her der Übergangseinrichtung entsprechend weitgehend, so können sie zwischen die beiden Übergangsbrücken eindringen und unter zeitweiser Bildung eines Spaltes in ihre Taschen hineinschieben, ohne daß es zu Beschädigungen kommt.If two carriages are coupled together, the buffer springs should have the same pretension so that they lie on top of each other in the middle between the two carriages, as long as normal operating conditions exist and the buffer springs still apply opposing forces in the same way. This takes place at least approximately in a vertical transverse plane A, in which the front end frames of both transition protection devices as well as the tread plates 16 and the front ends of the side parts 15 of the fork-shaped support frame, the tread plates 16, with sealing strips 35a interposed, lie against one another. If essentially horizontal horizontal movements between the two carriages occur from this operating position, operating conditions can occur in which the buffers 18 laterally migrate relative to the transition device and, depending on the cause of this change in the operating situation, the buffers approach one side of the transition bridge. This is also harmless if, due to the installation, the top edge of the buffer is at a greater distance from the top edge of the rail than the bottom edge of the transition device, as long as there is no contact between the transition device and buffers or as long as the front edges of the transition devices and buffers of both carriages are in the above-mentioned level A. . In the latter case, the buffers approach the transition device largely from one side, so they can penetrate between the two transition bridges and slide into their pockets with the formation of a gap at times without causing damage.

Ändern sich nun die Verhältnisse, so besteht die Gefahr, daß die aneinanderliegenden Puffer bei der Annäherung an die Übergangseinrichtungen nicht mehr zwischen die beiden Übergangsbrücken eindringen können, sondern sich der Übergangseinrichtung im Bereich eines Gabelzinkens 15 nähern und schließlich an diesen anstoßen und ihn beschädigen können.If the conditions change now, there is a risk that the buffers lying next to one another can no longer penetrate between the two transition bridges when approaching the transition devices, but rather approach the transition device in the region of a fork prong 15 and finally hit it and damage it.

Diese Gefahr kann im ganz normalen Bahnbetrieb schon beim Durchfahren einer engen Kurve auf der kurveninneren Seite gegeben sein, wenn ein Puffer stärker in seine Führung eingedrückt wird, während der andere entsprechend weiter aus seiner Führung heraustritt und sich die Übergangseinrichtung nicht im genau gleichen Maße verstellt. Die Gefahr kann in besonderem Maße gegeben sein, wenn sich nach längerer Betriebsdauer die ursprünglich vorliegenden Verhältnisse ändern, wozu Ursachen in der Beschreibungseinleitung genannt sind.In normal rail operations, this danger can already occur when driving through there is a tight curve on the inside of the curve if one buffer is pressed more firmly into its guide, while the other accordingly steps out of its guide and the transition device does not adjust to the same extent. The risk can be particularly high if the originally existing conditions change after a long period of operation, for which reasons are mentioned in the introduction to the description.

Um diese Gefahr auszuschließen sind nun Puffer und Übergangseinrichtung jedes Wagens erfindungsgemäß in der Weise miteinander gekoppelt, daß die Übergangsbrücke den Verstellbewegungen der Puffer in der Weise folgt, daß Puffer 18 und Vorderkanten der Übergangsbrücke, also der seitlichen gabelzinkenförmigen Teile 15 des Tragrahmens und des Trittbleches 16 unabhängig von der Stellung der Puffer einander korrespondieren, d.h. in einer gemeinsamen vertikalen Querebene liegen. Hierzu ist beispeilhaft aber doch auch in vorzugsweiser Ausführung an jedem Puffer 18 bzw. dem Pufferteller jedes der beiden miteinander gekuppelten Wagen ein Hebelgestänge in einem Gelenk 20 angelenkt dessen Hebel 21, 22 und 23 in Gelenkpunkten 24, 25 gelenkig miteinander verbunden sind, dessen Winkelhebel 22 in einem Gelenkpunkt 27 schwenkbar am jeweiligen Wagen gelagert ist und dessen letzter Hebel 23 mit einem Seilzug 28 verbunden ist, der über eine Umlenkrolle 29 geführt und in einem Haltepunkt 30 an der Brückenkonstruktion 14 gehalten ist und einen Seilstrammer 31 aufweist. Es sind auf diese Weise im Grunde aufeinander abgestimmte Längsbewegungen von Puffern und Übergangsbrücke, im vorzugsweisen Fall der beschriebenen Bauweise der Übergangseinrichtung, weitgehend gewährleistet.In order to rule out this danger, the buffer and the transition device of each carriage are now coupled to one another in accordance with the invention in such a way that the transition bridge follows the adjustment movements of the buffers in such a way that the buffer 18 and front edges of the transition bridge, that is to say the side fork-shaped parts 15 of the supporting frame and the footplate 16 correspond to each other regardless of the position of the buffers, ie lie in a common vertical transverse plane. For this purpose, however, a lever linkage is articulated in a joint 20 on each buffer 18 or the buffer plate of each of the two coupled carriages, the levers 21, 22 and 23 of which are articulated at pivot points 24, 25, the bell crank 22 is pivotally mounted in a pivot point 27 on the respective carriage and the last lever 23 of which is connected to a cable 28 which is guided over a deflection roller 29 and is held in a holding point 30 on the bridge construction 14 and has a cable tensioner 31. In this way basically coordinated longitudinal movements of buffers and transition bridge, in the preferred case of the described construction of the transition device, are largely guaranteed.

Im Fall einfacherer Anforderungen kann alternativ, im Fall besonderer Anforderungen kann additiv die Übergangsbrücke unmittelbar gegen ein Anstoßen der Puffer in den oben behandelten Betriebsverhältnissen geschützt werden. Im Fall besonderer Anforderungen kann Übergangseinrichtung bzw. Übergangsbrücke in der vorbeschriebenen Weise vor einem Anstoßen der Puffer durch eine Steuerung von Brückenbewegungen in Abhängigkeit von Pufferbewegungen verhindert werden, trotzdem aber dem Umstand Rechnung getragen werden, daß als Regelfall nicht voraussehbare Relativbewegungen stattfinden oder die erfindungsgemäße Steuerung ausfällt.In the case of simpler requirements, alternatively, in the case of special requirements, the transition bridge can be directly protected against the buffers being knocked against in the operating conditions discussed above. In the case of special requirements, the transition device or transition bridge can be triggered by a buffer in the manner described above Control of bridge movements in dependence on buffer movements can be prevented, but nevertheless the fact is taken into account that, as a rule, unforeseeable relative movements take place or the control according to the invention fails.

Bei dieser demzufolge alternativen, vorzugsweise aber additiven Lösung sind der Außenseite jedes Gabelzinkens 15, bei anderen Brückenkonstruktionen in entsprechender Weise anderen Brückenbestandteilen, Pufferableitflächen zugeordnet und zwar in dem Bereich, an dem die Puffer an den Gabelzinken 15 zur Anlage kommen würden, wenn die Übergangseinrichtungen zweier Wagen ihre Ausgangsposition mehr beibehalten würden als die zwischen beiden Wagen wirkenden Puffer. Diese Pufferableitflächen sind an den Außenseiten der Gabelzinken befestigte Blöcke 32, deren Außenflächen in der Weise schräg verlaufen, daß ein anschlagender Puffer die Brücke zunehmend zum seitlichen Ausweichen veranlaßt, indem der Abstand der Schrägfläche von der Gabelzinkenfläche in Richtung auf die Wagenstirnwand zunehmend geringer wird (Fig. 4). Diese Ausweichbewegungen führen bei der vorzugsweisen Brückenkonstruktion zu seitlichen Verschiebebewegungen zwischen den Gleitflächen 7a der vorderen Endrahmen 7 und sind deshalb bei dieser Lösung besonders einfach zu bewirken bzw. möglich.In this consequently alternative, but preferably additive solution, buffer deflecting surfaces are assigned to the outside of each fork prong 15, in the case of other bridge constructions in a corresponding manner to other bridge components, and in the area where the buffers on the fork prongs 15 would come into contact if the transition devices were two Carriages would maintain their starting position more than the buffers acting between the two carriages. These buffer deflecting surfaces are blocks 32 fastened to the outer sides of the fork tines, the outer surfaces of which run obliquely in such a way that an impacting buffer causes the bridge to evade to the side increasingly by the distance between the inclined surface and the fork surface becoming increasingly smaller in the direction of the front end wall of the vehicle (Fig 4). In the preferred bridge construction, these evasive movements lead to lateral displacement movements between the sliding surfaces 7a of the front end frames 7 and are therefore particularly easy to effect or possible with this solution.

Claims (6)

  1. An end wall for a railway passenger car (1) having a gangway means (3, 4) in the area between two lateral buffers (18) which are resilient in the longitudinal direction of the car, the gangway means (3, 4) being of variable length in the longitudinal direction of the car, and being situated, at least in certain states of operation, with its associated parts beneath a horizontal plane over which the buffer heads project upwardly, the buffer heads being situated, in the case of normal tension of the buffer springs, in a vertical transverse plane (a) in which front end parts of the gangway means (3, 4) are situated, the gangway means (3, 4) of two interconnected passenger cars (1) being held in contact with one another, without a fixed connection, by means of springs acting in the longitudinal direction, characterised by a coupling linkage (20 - 25, 27 - 31) between the buffer heads and the front end of the gangway means (3, 4) in order to hold the buffer heads and the front end of the gangway means positively in a common vertical transverse vehicle plane.
  2. An end wall according to claim 1, characterised in that the coupling linkage (20 - 25, 27 - 31) includes a cable (27 - 31).
  3. An end wall of a railway car according to claim 1 or 2, in which the gangway means (3, 4) consists of a gangway bridge (3) and a gangway protection (4) and the gangway bridge (3) and gangway protection (4) are adjustable independently of one another in the longitudinal direction of the passenger car (1), characterised in that the gangway bridge (3) and the buffer heads are coupled together by the coupling linkage (20 - 25, 27 - 31).
  4. An end wall according to any one of claims 1 to 3, characterised by lateral buffer recoil surfaces of the gangway means in the area of the buffers (18).
  5. An end wall according to claim 1, characterised in that the buffer recoil surfaces viewed from above extend obliquely so that the distance from the vertical longitudinal central plane of the car to the transverse centre of the car decreases.
  6. An end wall according to any of claims 1 to 5, characterised by use of a gangway means, the base (16) of which rests on a forked framework whose cross-member lies approximately in the region of the car end face (10) and from which two parallel terminal longitudinal members (15) extend to near a vertical transverse plane (A) in which the buffer heads lie when the buffer springs are under normal tension and on which a metal footboard (16) rests and likewise ends in the aforementioned vertical transverse plane.
EP89121514A 1988-11-24 1989-11-21 Front part of a railway car Expired - Lifetime EP0370459B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89121514T ATE101088T1 (en) 1988-11-24 1989-11-21 FACE OF A RAILWAY PASSENGER CARRIAGE.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3839716 1988-11-24
DE3839716A DE3839716A1 (en) 1988-11-24 1988-11-24 FRONT SIDE OF A RAILWAY TOUR

Publications (3)

Publication Number Publication Date
EP0370459A2 EP0370459A2 (en) 1990-05-30
EP0370459A3 EP0370459A3 (en) 1991-03-20
EP0370459B1 true EP0370459B1 (en) 1994-02-02

Family

ID=6367823

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89121514A Expired - Lifetime EP0370459B1 (en) 1988-11-24 1989-11-21 Front part of a railway car

Country Status (6)

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US (1) US5031544A (en)
EP (1) EP0370459B1 (en)
AT (1) ATE101088T1 (en)
CA (1) CA2003891C (en)
DE (2) DE3839716A1 (en)
ES (1) ES2049305T3 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2107699T3 (en) * 1994-02-25 1997-12-01 Huebner Gummi & Kunststoff ARTICULATED GANGWAY, IN DIAGONAL, MOBILE, AS PART OF AN INTERCOMMUNICATION BETWEEN TWO VEHICLES.
JP3904409B2 (en) * 2001-05-25 2007-04-11 株式会社成田製作所 Railcar panel equipment
AT503047B1 (en) * 2003-10-31 2007-09-15 Siemens Transportation Systems TRAIN ASSEMBLY WITH AT LEAST TWO COUPLED RAIL VEHICLES
US7665622B2 (en) * 2005-12-15 2010-02-23 Standard Car Truck Company Railroad car coupler centering device
US10919548B2 (en) 2018-08-20 2021-02-16 Mohd B. Malik Non-stop train with attaching and detaching train cars
CN113232684B (en) * 2021-06-11 2022-06-17 中车眉山车辆有限公司 Rotary cab apron assembly

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US608751A (en) * 1898-08-09 Safety-bridge for cars
US290516A (en) * 1883-12-18 Assigstoe to himself azfd
US701202A (en) * 1901-10-23 1902-05-27 John Holland Safety-platform for railway-cars.
US2315118A (en) * 1941-05-17 1943-03-30 Pressed Steel Car Company Inc Car construction
DE1227047B (en) * 1964-01-03 1966-10-20 Maschf Augsburg Nuernberg Ag Transition device for two rail vehicles to be coupled together
US3410226A (en) * 1966-06-23 1968-11-12 Goodrich Co B F Railroad car diaphragm
US3399632A (en) * 1966-06-24 1968-09-03 Budd Co Railway car diaphragm and buffer structure
US3922971A (en) * 1974-05-09 1975-12-02 Boeing Co Articulated railway vehicle connecting passage
CH627981A5 (en) * 1977-12-09 1982-02-15 Sig Schweiz Industrieges TRANSITION DEVICE BETWEEN TWO COUPLED VEHICLES, IN PARTICULAR RAILWAY VEHICLES.
DE3427613A1 (en) * 1984-07-26 1986-02-06 Sig Schweizerische Industrie-Gesellschaft, Neuhausen Am Rheinfall ALL-SIDED TRANSITION DEVICE BETWEEN TWO COUPLED VEHICLES OR VEHICLE PARTS
CH670803A5 (en) * 1984-08-16 1989-07-14 Sig Schweiz Industrieges
JPH038530Y2 (en) * 1985-06-19 1991-03-01
JPS62125948A (en) * 1985-11-26 1987-06-08 財団法人鉄道総合技術研究所 Abnormality deviation regulator for connecting hood for car
DE3628627A1 (en) * 1986-08-22 1988-02-25 Linke Hofmann Busch TRANSITION BRIDGE FOR A TRANSITION DEVICE
FR2617453B1 (en) * 1987-07-01 1989-10-20 Caoutchouc Manuf Plastique DEVICE FOR ENSURING THE CONTINUITY OF PASSAGE BETWEEN TWO SUCCESSIVE RAILWAY OR ROAD VEHICLES
DE8711584U1 (en) * 1987-08-27 1987-10-22 Phoenix Ag, 2100 Hamburg, De
DE3807167A1 (en) * 1988-03-04 1989-09-14 Huebner Gummi & Kunststoff TRANSITION DEVICE FOR RAIL VEHICLES

Also Published As

Publication number Publication date
ES2049305T3 (en) 1994-04-16
DE3839716A1 (en) 1990-05-31
ATE101088T1 (en) 1994-02-15
CA2003891C (en) 1998-09-15
DE58906893D1 (en) 1994-03-17
CA2003891A1 (en) 1990-05-24
EP0370459A2 (en) 1990-05-30
EP0370459A3 (en) 1991-03-20
US5031544A (en) 1991-07-16

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