EP0380004B1 - Construction ajoutée pour véhicules ferroviaires - Google Patents

Construction ajoutée pour véhicules ferroviaires Download PDF

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Publication number
EP0380004B1
EP0380004B1 EP90101140A EP90101140A EP0380004B1 EP 0380004 B1 EP0380004 B1 EP 0380004B1 EP 90101140 A EP90101140 A EP 90101140A EP 90101140 A EP90101140 A EP 90101140A EP 0380004 B1 EP0380004 B1 EP 0380004B1
Authority
EP
European Patent Office
Prior art keywords
buffer
face
buffers
extension
railway vehicles
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
EP90101140A
Other languages
German (de)
English (en)
Other versions
EP0380004A1 (fr
Inventor
Josip Soltic
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.)
Schweizerische Industrie Gesellschaft
Original Assignee
Schweizerische Industrie Gesellschaft
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Filing date
Publication date
Application filed by Schweizerische Industrie Gesellschaft filed Critical Schweizerische Industrie Gesellschaft
Publication of EP0380004A1 publication Critical patent/EP0380004A1/fr
Application granted granted Critical
Publication of EP0380004B1 publication Critical patent/EP0380004B1/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

Definitions

  • the present invention relates to an add-on for railway vehicles, in particular for passenger coaches with UIC pulling and pushing devices and transition devices, the parting planes of which can slide on one another under pretension and which project above their own buffer plate level in the unloaded state.
  • sheet 1 such transition devices essentially consist of a spring bridge that can be moved backwards and a rubber bead that surrounds the transition opening at the top and on the side.
  • the lower part of these transition devices is designed in such a way that it allows the necessary freedom of movement for large lateral displacements of the carriages relative to one another, superimposed with an additional height offset, even when the buffers are pressed in.
  • DE-OS 3 514 978 attempts to remedy these deficiencies while maintaining the UIC bead transition, by a transition protection to be additionally installed from the inside between the coupled vehicles enclosing the transition opening, including both transition bridges, on all sides.
  • a transition protection to be additionally installed from the inside between the coupled vehicles enclosing the transition opening, including both transition bridges, on all sides.
  • the mentioned transfer of the shown transition protection into the vehicle interior and its installation between two already coupled rail vehicles has proven to be disadvantageous. Particularly when, for example, coaches are to be provided or train parts are to be reassigned, the provision or retention of such a transition protection, which is to be regarded as a loose component, is problematic for operational reasons.
  • both transitions bridges surrounding the transition protection are also exposed to destruction if the side buffers of a vehicle come into contact with the opposite transition bridge and push them back according to the buffer path or lift them slightly if there is additional height offset.
  • a bellows is formed from two profile halves with an M-shaped cross section, one end of which is connected to the car body and the other end of which is fitted with a slide strip such that the transition area is enclosed at the top and sides.
  • the parting plane of a bellows shown lies outside the buffer level, so that when two vehicles are coupled, their bellows are pretensioned and, for example, supported by gas pressure dampers, can slide on one another in a pressure-wave-tight connection.
  • the object of the present invention is therefore to provide means by which the disadvantages indicated are eliminated in the case of transition devices of the generic type.
  • passenger carriages with UIC pulling and pushing devices which have transition devices of a type suitable for high-speed traffic, whose separating planes can slide against one another under prestress and protrude above their own buffer plate level in the unloaded state, are protected from collisions with external buffers.
  • an advantage of the device according to the invention is that the parting plane of a transition device projecting above the self-buffers already compresses the buffers of both vehicles is pulled back so far by the path of the self-buffer that the "Bern area" is preserved for coupling.
  • the special design of the device according to the invention also effects this under unfavorable conditions, for example when the buffers of the two vehicles are offset from one another, as can arise as a result of S-bends.
  • the device according to the invention in the area of the transition bridge prevents collisions between the transition device and the opposing external buffers.
  • the device according to the invention is advantageous in the same sense if a passenger car, which has a transition device projecting beyond a buffer plate level, is coupled to such a vehicle that has a UIC bead transition.
  • An attachment according to the invention with a buffer deflector 1 according to FIGS. 1, 1a and 2 has a plurality of adjoining surface portions 2, 3, 4 on the end face. According to the functions they perform, they each have a different shape. For the same reason, the surface portions 2, 3, 4 each have a slightly angular position.
  • the illustrative blank which has the developed form of a buffer rejection device 1 according to FIGS. 1 and 2 lies in one plane. From this level, the tongue-shaped retreat surface 2 comes on the bending line 12 to the front and the triangular abutment surface 4 at the bending line 44 to the rear, so that only the thrust surface 3, which has the shape of an irregular polygon, remains in the original plane.
  • a tongue-shaped retraction plane 2 which obliquely transitions on its one narrow side 12 into a thrust plane which has the shape of an irregular polygon. This deviates with its upper edge 13 from the level of the retraction level 2 to the front.
  • the thrust plane 3 is arranged spatially obliquely to the rear with respect to its upper edge 13 and has on its side facing away from the retraction plane 2 a vertically running edge 33. Seen in the extension of an upper edge 22 of the retraction plane 2, this can form an approximately right angle with the latter form. In this upper area, the thrust plane 3 merges into a triangular abutment surface 4 which is arranged in the plane parallel to the retraction plane 2 and is offset from it by a dimension "a".
  • the surface parts 2, 3 and 4 can also fulfill their functions if they are not flat but form a spatial, in particular continuous surface. Functionally, the buffer repellant can also have only the surface parts 3 and 4.
  • 3 and 4 are arranged in mirror image on the left and right of a transition device 17, which in a non-coupled vehicle with its parting plane 27 via a buffer plate level 25 formed by the internal buffers 15 and 15 'by a measure "b" protrudes.
  • the butt surface 4 of the buffer deflector 1 must be aligned with a sliding surface 37 forming the parting plane 27 of the transition device 17.
  • the tongue-shaped retraction surface 2 of the buffer deflector 1 engages behind the respective buffer plate 35 of the self-buffer 15 without touching it.
  • the vertically running edge 33, 43 of the buffer deflection device 1 is approximately flush with the transition opening 47, or a dimension corresponding to the width of the transition bridge 57, so that the “Berner area” is preserved in the transverse direction of the vehicle.
  • the functioning of the buffer rejection device 1 can be seen from FIGS. 5 to 8.
  • FIG. 5 and 6 show a self-buffer 15 compressed by the action of an external buffer 16 to such an extent that it bears with its rear surface of the buffer plate 35 against the withdrawal surface 2 of the buffer deflector device 1.
  • This situation arises when a passenger car equipped with a transition device 17 is coupled to a vehicle which although also has UIC train and push devices, but does not have its own transition device, for example a locomotive.
  • the transition device 17 protruding beyond the buffer plate level 25 of the self-buffers 15, 15 'is already withdrawn by the path of the self-buffers 15, 15' by means of the buffer deflection device 1 to such an extent that the "Berner area" for coupling the vehicles in the longitudinal direction of the vehicle.
  • each buffer rejection device 1 is provided with a thrust surface 3.
  • the external buffer 16 first covers with its, mostly bevelled, inner buffer plate edge 26, the spatially oblique rearward thrust surface 3 of the buffer deflector device 1.
  • each buffer rejection device 1 is provided with an abutment surface 4, on which one of the buffer plates 36, 36' of the external buffer 16, 16 'finally rises.
  • the buffer rejection device 1 effectively protects parts of a transition device 17 of two coupled vehicles from collision with the external buffers 16, 16 '.
  • a similar situation also arises when a transition device 17 provided with a buffer deflection device 1 is coupled to a UIC bead transition and its rubber bead has the lower rigidity.
  • FIG. 9 shows, as a further embodiment, the left side of a buffer rejection device 11 according to the invention, as it is arranged on the left and right of a known UIC-compatible transition device 17 which is suitable for high-frequency waves.
  • the abutting surface 41 of the buffer deflector 11 is aligned with the sliding surface 37 which forms the parting plane of the transition device 17.
  • the vertically running edge 43 'of the buffer deflector 11 is flush with the transition opening 47, so that the "Berner area" is preserved in the transverse direction of the vehicle .
  • the buffer deflection device 11 has a first add-on part 51 containing the tongue-shaped retraction surface 21 and a second add-on part 52 including a spatially obliquely rearward pushing surface 31 and a triangular butting surface 41.
  • the add-on parts 51 and 52 fastened to the side of the transition device 17 are arranged one below the other in such a way that the abutting surface 41 runs parallel to the withdrawal surface 21 and is offset from it forward by a dimension "a".
  • a self-buffer 15, 15 ' is compressed by an external buffer 16, 16' (Fig. 5, 6)
  • the above transition device 17 is first withdrawn by the path of the self-buffer 15, 15 'by this with its rear surface of the buffer plate 35 at one, a retreat area 21 having attachment 51 (Fig. 9).
  • a buffer deflection device 1 or 11, which is laterally attached in mirror image on the left and right of a transition device 17, can in a simpler embodiment only comprise the push surface 3 or 31 and the abutment surface 4 or 41, so that only one attachment part 52 (FIG 9) is required.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Outer Garments And Coats (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Vibration Prevention Devices (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vibration Dampers (AREA)
  • Air Bags (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
  • Body Structure For Vehicles (AREA)
  • Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Claims (14)

1. Elément ajouté pour véhicules de chemin de fer, notamment pour voitures de voyageurs comportant des appareils de traction et des appareils pare-chocs UIC et des dispositifs d'intercirculation dont les plans de séparation soumis à une précontrainte peuvent glisser les uns sur les autres, et qui, à l'état non sollicité, dépassent du propre plan de plateaux de tampons, caractérisé en ce qu'il possède des moyens de déviation de tampons (1, 11) qui sont destinés à être montés symétriquement sur un dispositif d'intercirculation, à gauche et à droite, afin de protéger les éléments de celui-ci à l'encontre de la collision avec des tampons extérieurs (16, 16′).
2. Elément ajouté, de préférence selon l'une au moins des revendications, caractérisé en ce qu'il possède exclusivement deux surfaces, à savoir une surface de poussée (3) et une surface de choc (4).
3. Elément ajouté, de préférence selon l'une au moins des revendications, caractérisé en ce qu'il possède essentiellement trois parties de surface (2, 3, 4) voisines, de préférence planes, suivant une disposition angulaire les unes par rapport aux autres.
4. Elément ajouté, de préférence selon l'une au moins des revendications, caractérisé en ce que les moyens de déviation de tampons ne possèdent chacun qu'une structure de surface continue (3, 4 ; 2, 3, 4) dans l'espace.
5. Elément ajouté, de préférence selon l'une au moins des revendications, caractérisé en ce qu'une surface de rétraction (2, 21) se transforme en une surface de poussée (3, 31), orientée dans l'espace en biais vers l'arrière, qui possède dans sa zone supérieure une surface de choc (4, 41).
6. Elément ajouté, de préférence selon l'une au moins des revendications, caractérisé en ce que la surface de choc (4, 41) est disposée parallèlement à la surface de rétraction plane (2, 21) et est décalée (a) vers l'avant par rapport à celle-ci.
7. Véhicules de chemin de fer comportant un élément ajouté de préférence selon l'une au moins des revendications, caractérisés en ce que le plan de choc (4, 41) est dans l'alignement d'une surface de glissement (37) définissant le plan de séparation (27) d'un dispositif d'intercirculation (17).
8. Véhicules de chemin de fer, de préférence selon l'une au moins des revendications, caractérisés en ce que la surface de rétraction (2, 21) des moyens de déviation de tampons est en forme de languette et vient en prise derrière le plateau (35) d'un tampon propre (15, 15′).
9. Véhicules de chemin de fer, de préférence selon l'une au moins des revendications, caractérisés en ce que le bord (33, 43, 43′) s'étendant perpendiculairement réalise avec l'ouverture de passage (47) ou sur une distance correspondant à la largeur de la passerelle (57) une fermeture approximativement étanche.
10. Véhicules de chemin de fer, de préférence selon l'une au moins des revendications, caractérisés en ce qu'un premier élément ajouté (51) possède une surface de rétraction (21) et un second élément ajouté (52) possède une surface de poussée (31) et une surface de choc (41), et les éléments ajoutés (51) et (52) sont disposés entre eux à gauche et à droite, symétriquement au niveau du dispositif d'intercirculation (17), la surface de choc (41) s'étendant parallèlement à la surface de rétraction (21) et étant décalée vers l'avant.
11. Véhicules de chemin de fer, de préférence selon l'une au moins des revendications, caractérisés en ce qu'ils se composent d'un élément ajouté (52) qui possède une surface de poussée (31) et une surface de choc (41).
12. Procédé pour accoupler deux véhicules de chemin de fer de préférence selon l'une des revendications 1 à 11, caractérisé en ce qu'un tampon (16, 16′) du premier véhicule comprime un tampon (15, 15′) du second véhicule, une surface arrière d'un plateau de tampon (35) est appliquée contre une surface de rétraction (2, 21) et un dispositif d'intercirculation (17) dépassant du plan de plateaux (25) des tampons (15,15′) du second véhicule présente, quand la compression des tampons (15, 15′, 16, 16′) continue, une position rétractée suivant la course des tampons (15, 15′) du second véhicule.
13. Procédé pour accoupler deux véhicules de chemin de fer selon l'une des revendications 1 à 11, caractérisé en ce que le premier tampon (16, 16′) du premier véhicule comprime, désaxé par rapport au milieu, le tampon correspondant (15, 15′) du second véhicule, en balayant, avec son bord de plateau de tampon intérieur (26) biseauté, une surface de poussée (3, 31) orientée dans l'espace en biais vers l'arrière, et un dispositif d'intercirculation (17) dépassant du plan de plateaux (25) des propres tampons (15, 15′) prend une position rétractée lorsque les tampons (15, 15′, 16, 16′) décalés transversalement les uns par rapport aux autres continuent d'être comprimés.
14. Procédé pour accoupler deux véhicules de chemin de fer selon l'une des revendications 1 à 11, caractérisé en ce qu'un tampon extérieur (16, 16′) décalé latéralement au maximum par rapport à un premier tampon (15, 15′) du premier véhicule sollicite une surface de choc (4, 41) des moyens de déviation de tampons et un dispositif d'intercirculation (17) dépassant du plan de plateaux (25) des premiers tampons (15, 15′) présente une position rétractée maximale.
EP90101140A 1989-01-26 1990-01-20 Construction ajoutée pour véhicules ferroviaires Expired - Lifetime EP0380004B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH24789 1989-01-26
CH247/89 1989-01-26

Publications (2)

Publication Number Publication Date
EP0380004A1 EP0380004A1 (fr) 1990-08-01
EP0380004B1 true EP0380004B1 (fr) 1992-05-06

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ID=4182653

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EP90101140A Expired - Lifetime EP0380004B1 (fr) 1989-01-26 1990-01-20 Construction ajoutée pour véhicules ferroviaires

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EP (1) EP0380004B1 (fr)
JP (1) JPH03197270A (fr)
AT (1) ATE75676T1 (fr)
AU (1) AU623973B2 (fr)
CA (1) CA2008740A1 (fr)
DE (1) DE59000109D1 (fr)
DK (1) DK0380004T3 (fr)
ES (1) ES2032141T3 (fr)

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH670803A5 (fr) * 1984-08-16 1989-07-14 Sig Schweiz Industrieges
DE8711584U1 (fr) * 1987-08-27 1987-10-22 Phoenix Ag, 2100 Hamburg, De

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Publication number Publication date
ATE75676T1 (de) 1992-05-15
DK0380004T3 (da) 1992-11-23
DE59000109D1 (de) 1992-06-11
AU623973B2 (en) 1992-05-28
AU4888690A (en) 1990-08-02
ES2032141T3 (es) 1993-01-01
EP0380004A1 (fr) 1990-08-01
JPH03197270A (ja) 1991-08-28
CA2008740A1 (fr) 1990-07-26

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