EP0370459B1 - Partie frontale d'une voiture de chemin de fer - Google Patents

Partie frontale d'une voiture de chemin de fer 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
Authority
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
Other languages
German (de)
English (en)
Other versions
EP0370459A2 (fr
EP0370459A3 (fr
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 AT89121514T priority Critical patent/ATE101088T1/de
Publication of EP0370459A2 publication Critical patent/EP0370459A2/fr
Publication of EP0370459A3 publication Critical patent/EP0370459A3/fr
Application granted granted Critical
Publication of EP0370459B1 publication Critical patent/EP0370459B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

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

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Accommodation For Nursing Or Treatment Tables (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Arc-Extinguishing Devices That Are Switches (AREA)
  • Bridges Or Land Bridges (AREA)
  • Vibration Prevention Devices (AREA)

Claims (6)

  1. Partie frontale d'une voiture de chemin de fer à voyageurs (1) comportant une installation d'intercirculation (3, 4) à longueur variable dans le sens longitudinal de la voiture, située dans la zone se trouvant entre deux tampons (18) latéraux élastiques dans le sens longitudinal de la voiture, où, au moins dans des conditions d'exploitation données, l'installation d'intercirculation (3, 4) et les éléments qui en font partie se trouvent au-dessous d'un plan horizontal au-dessus duquel les plateaux de tampon font saillie et où les plateaux de tampon, quand les ressorts de tampon sont sous tension normale, se trouvent dans un plan vertical transversal (A) dans lequel se trouvent des éléments d'extrémité avant de l'installation d'intercirculation (3, 4) et où, de plus, les installations d'intercirculation (3, 4) de deux voitures de chemin de fer à voyageurS (1) accouplées ensemble doivent être maintenues l'une contre l'autre sans raccordement fixe par des ressorts à action longitudinale, caractérisée par une tringlerie de couplage (20 à 25, 27 à 31) entre les plateaux de tampon et l'extrémité avant de l'installation d'intercirculation (3, 4) pour maintenir par force les plateaux de tampon et l'extrémité avant de l'installation d'intercirculation dans un plan perpendiculaire commun transversal par rapport au véhicule.
  2. Partie frontale selon la revendication 1, caractérisée en ce que la tringlerie de couplage (20 à 25, 27 à 31) comprend un palan (27 à 31).
  3. Partie frontale d'une voiture de chemin de fer selon la revendication 1 ou la revendication 2, où l'installation d'intercirculation (3, 4) est constituée d'une passerelle d'intercirculation (3) et d'une protection d'intercirculation (4) et où la passerelle d'intercirculation (3) et la protection d'intercirculation (4) sont réglables dans le sens longitudinal de la voiture de chemin de fer à voyageurs (1) indépendamment l'une de l'autre, caractérisée en ce que la passerelle d'intercirculation (3) et les plateaux de tampon sont reliés l'un à l'autre par l'intermédiaire de la tringlerie de couplage (20 à 25, 27 à 31).
  4. Partie frontale selon l'une quelconque des revendications 1 à 3, caractérisée par des surfaces latérales de détournement de tampon de l'installation d'intercirculation dans la zone des tampons (18).
  5. Partie frontale selon la revendication 4, caractérisée en ce que les surfaces de détournement de tampon, sont obliques vues du dessus de telle manière que l'écart par rapport au plan vertical central longitudinal de la voiture se réduit en direction du centre transversal de la voiture.
  6. Partie frontale selon l'une quelconque des revendications 1 à 5, caractérisée par l'emploi d'une installation d'intercirculation dont le plancher (16) repose sur une charpente en forme de fourche dont la poutre transversale se situe approximativement dans la zone de la partie frontale de la voiture (10), poutre transversale à partir de laquelle deux poutres longitudinales d'extrémité (15) parallèles vont jusque dans la zone d'un plan transversal (A) vertical dans lequel les plateaux de tampon se trouvent dans le cas où les ressorts de tampon sont normalement tendus, poutres longitudinales sur lesquelles une tôle-plancher (16) prend appui et s'arrête également dans le plan transversal vertical mentionné.
EP89121514A 1988-11-24 1989-11-21 Partie frontale d'une voiture de chemin de fer Expired - Lifetime EP0370459B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89121514T ATE101088T1 (de) 1988-11-24 1989-11-21 Stirnseite eines eisenbahnreisezugwagens.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3839716 1988-11-24
DE3839716A DE3839716A1 (de) 1988-11-24 1988-11-24 Stirnseite eines eisenbahnreisezugwagens

Publications (3)

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

Family

ID=6367823

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89121514A Expired - Lifetime EP0370459B1 (fr) 1988-11-24 1989-11-21 Partie frontale d'une voiture de chemin de fer

Country Status (6)

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

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0669243B1 (fr) * 1994-02-25 1997-08-06 HÜBNER Gummi- und Kunststoff GmbH Eléments d'une passerelle d'intercommunication mobile en diagonale entre deux véhicules
JP3904409B2 (ja) * 2001-05-25 2007-04-11 株式会社成田製作所 鉄道車両用パネル装置
AT503047B1 (de) * 2003-10-31 2007-09-15 Siemens Transportation Systems Zugverband mit zumindest zwei miteinander gekuppelten schienenfahrzeugen
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 (zh) * 2021-06-11 2022-06-17 中车眉山车辆有限公司 一种旋转式渡板组成

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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 (de) * 1964-01-03 1966-10-20 Maschf Augsburg Nuernberg Ag UEbergangseinrichtung fuer zwei miteinander zu kuppelnde Schienenfahrzeuge
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 (de) * 1977-12-09 1982-02-15 Sig Schweiz Industrieges Uebergangseinrichtung zwischen zwei gekuppelten fahrzeugen, insbesondere eisenbahnfahrzeugen.
DE3427613A1 (de) * 1984-07-26 1986-02-06 Sig Schweizerische Industrie-Gesellschaft, Neuhausen Am Rheinfall Allseitig geschlossene uebergangseinrichtung zwischen zwei gekuppelten fahrzeugen oder fahrzeugteilen
CH670803A5 (fr) * 1984-08-16 1989-07-14 Sig Schweiz Industrieges
JPH038530Y2 (fr) * 1985-06-19 1991-03-01
JPS62125948A (ja) * 1985-11-26 1987-06-08 財団法人鉄道総合技術研究所 車両用連結幌の異常偏倚規制装置
DE3628627A1 (de) * 1986-08-22 1988-02-25 Linke Hofmann Busch Uebergangsbruecke fuer eine uebergangseinrichtung
FR2617453B1 (fr) * 1987-07-01 1989-10-20 Caoutchouc Manuf Plastique Dispositif destine a assurer la continuite de passage entre deux vehicules successifs ferroviaires ou routiers
DE8711584U1 (fr) * 1987-08-27 1987-10-22 Phoenix Ag, 2100 Hamburg, De
DE3807167A1 (de) * 1988-03-04 1989-09-14 Huebner Gummi & Kunststoff Uebergangseinrichtung fuer schienenfahrzeuge

Also Published As

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

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