EP0383047B1 - Dispositif pour voitures de voyageurs avec organes UIC de traction et d'absorption des chocs et voiture de voyageurs - Google Patents
Dispositif pour voitures de voyageurs avec organes UIC de traction et d'absorption des chocs et voiture de voyageurs Download PDFInfo
- Publication number
- EP0383047B1 EP0383047B1 EP90101137A EP90101137A EP0383047B1 EP 0383047 B1 EP0383047 B1 EP 0383047B1 EP 90101137 A EP90101137 A EP 90101137A EP 90101137 A EP90101137 A EP 90101137A EP 0383047 B1 EP0383047 B1 EP 0383047B1
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- EP
- European Patent Office
- Prior art keywords
- passenger rail
- carriage according
- rail carriage
- joining part
- centring
- 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
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Images
Classifications
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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
Definitions
- the present invention relates to a device for a carriage transfer device for passenger carriages with UIC pulling and pushing devices and floating, sliding transition parts, this device having active holding and centering means, and a passenger carriage.
- transition devices are already known in a number of embodiments, but can only satisfy them insufficiently, since their users are more or less strongly exposed to the weather.
- the pressure surges that occur in high-speed traffic during train encounters and tunnel journeys with a higher intensity can usually penetrate into the interior of the car unhindered via the transition area.
- GB-PS-964 210 shows a transition device attached to the end of the car body, the end frames of two coupled vehicles being pressed against one another at the top by spring means and at the bottom by the vehicle buffers.
- the end frames are relatively rigid with respect to movements in the horizontal and vertical directions to the respective end of the car body, so that the relative movements of two vehicles to one another in these directions are absorbed exclusively by the sliding of the two end frames on one another.
- the buffers of two vehicles coupled together must lie directly on top of one another with their buffer plates when driving. It is not permissible to interpose adjacent end frames that utilize the buffer pressure, as in the example described above.
- DE-OS-35 05 762 and DE-OS-34 30 112 disclose transition devices which both meet the requirements of modern driving comfort in high-speed vehicles and also take into account the requirements for a UIC-compatible design.
- the prior art also includes a device for a carriage transfer device for passenger carriages with a UIC pulling and pushing device and floating, mutually sliding transition parts, this device having active holding and centering means. (EP-A-0 054 458)
- a transition device part is suspended and guided in a floating manner at each end of the car body, so that the UIC pulling and pushing devices are not affected and the "Bern area" required for coupling and uncoupling is kept free.
- the end frames of the transition device parts of two vehicles that are coupled to one another are to be held floating by spring elements in a pressure-wave-tight connection between the vehicle ends, this also when the ends of the car bodies are offset from one another as a result of S-bow travel.
- the object of the present invention is to provide a device for transition parts of the type mentioned, which works in the sense of an active centering which is constantly pre-stressed transversely to the direction of travel and which forcibly returns two transitionally displaced transition parts to a congruent position, particularly when cornering remains as long as possible by holding the transition device in a floating position between two ends of the body.
- FIG. 1 shows a transition device part 22 equipped with a holding and centering device 1 according to the invention.
- a driver 11, 12 is arranged on each side of a transition device part 22 such that it cannot rotate, for example in the upper region thereof, and each with at least the length of the transverse path according to FIG 4 corresponding guide 15, 16 mounted on the transition device part 22 and laterally displaceably mounted.
- the two drivers 11, 12 of the centering device 1 attached to the transition device part 22 are connected to one another by spring means 4 and transmission means 5, which are fastened to the transition device part 22.
- prestressed mechanical tension springs, gas springs, or a spring element that can be actuated by a fluid as an energy carrier can be used as spring means 4.
- FIG. 2 shows a transition device 21 in a view from above.
- the central longitudinal planes 30 and 31 of the two car body ends 20, 20 'with the central longitudinal plane 32 of the transition device 21 are in alignment, a situation such as that which can be seen, for example, on a straight railway line.
- the each mirror image opposite drivers 11, 12 and 11 ', 12' are held by the spring means 4, 4 'and the transfer means 5, 5' in a laterally on the respective transition device part 22, 22 'directly or indirectly adjacent position.
- the floating transition device 21 does not separate.
- the holding and centering devices 1, 1 'remain in the rest position, with the mutually opposite drivers 11, 12 and 11', 12 'by the spring means 4, 4' and the transmission means 5, 5 'in a side on the respective transition device part 22, 22 'directly or indirectly adjacent position are held.
- the holding and centering devices 1, 1 ' are automatically put into action by a driver 11, 12' in its rest position with the cross, and the driver 11 ', 12 against the resistance of the spring means 4, 4' as far from the Guides 15 ', 16 are pulled out, as it corresponds to the transverse path of the transition device parts 22, 22'.
- the activation of the holding and centering devices 1, 1' takes place in the reverse manner, in that the drivers 11 ', 12 are also moved in their rest position and the drivers 11, 12 ' against the resistance of the spring means 4, 4' as far from the guides 15, 16 'are pulled out as it corresponds to the transverse path of the transition device parts 22, 22'.
- the drivers 11, 11 'and 12, 12' have a sufficiently large overlap to exert a centering effect even in this state after the transverse movement.
- a holding and centering device 1, 1 ' which is made harder in the transverse direction, in combination with the softer elements 3, 3' ensures that a floating position of the transition device 21 is maintained as long as possible when cornering and for efficient centering of transitionally shifted parts 22, 22 ′ After driving on very tight bends.
- FIGS. 5 to 12 Further advantageous embodiments of a holding and centering device according to the invention can be found in FIGS. 5 to 12.
- a transition device part 22 is provided with a holding and centering device 125, each of which consists of a column 9, 10 arranged laterally next to the sliding surface 27, each of which is guided laterally pivotably at its lower end via a horizontal swivel joint 7, 8 and which are connected to one another at their upper end via horizontally arranged spring means 4 and transmission means 5 under prestress.
- the columns 9, 10 are preferably formed as a rectangular tube, the column 9 having, for example in its upper region, a centering pin 13 which is resiliently mounted in its axial direction and the column 10 has an elongated hole-like recess 14 and a deflecting profile 19 at the same location.
- the length of the slot-like recess 14 is determined by the vertical offset, the two opposite transition device parts 22, 22 'when coupling their car body 20, 20', for example due to different loading conditions, can occupy.
- the centering pin 13 is resiliently mounted in such a way that it can be pushed back in the axial direction under the action of an external force at least to such an extent that it is flush with the outer contour of the column 9.
- the columns 9, 10 can also be designed as a shaped tube, such that a separate deflecting profile 19 is no longer required and its function is taken over by the shape of the columns.
- the centering pins 13 each engage in the recesses 14 opposite them and the columns 9, 10 are held by the spring means 4 and the transmission means 5 in a laterally adjacent position on the respective transition device part 22, 22' .
- FIG. 6 shows the unit construction of a holding and centering device 26, which also each has a column 9, 10 arranged laterally next to the sliding surface 27, which are pivoted sideways at their lower ends via a horizontal swivel joint 7, 8.
- the pillars 9, 10 are held by spring means 4 and transmission means 5 under prestress in a lateral position lying vertically on the transition device part 22.
- the spring means 4 are integrated in each column 9, 10 and connected to the transition device part 22 by means of transmission means 5, which are guided in a plane deviating from the effective direction of the spring means 4 by means of deflection means 6 mounted in the columns 9, 10 for this purpose.
- FIG. 7 shows a transition device part 22 equipped with a holding and centering device 28.
- a centering unit 13 'and a driver 14' are offset against rotation laterally with respect to the transition part 22, for example in the upper region thereof, and are provided with at least one each, at least the length of the 4 corresponding guide 15, 16 mounted laterally displaceably on the transition device part 22.
- the centering unit 13 'and the driver 14' are connected to each other by transmission means 5 which are guided via two deflection means 6 mounted on the transition device part 22 and a further deflection means 6 ', which is held under tension by spring means 4 under tension or pressure.
- centering unit 13 'and the driver 14' of a holding and centering device 28, as shown in FIG. 1, can be connected to one another directly in one plane by spring means 4 and transmission means 5.
- the columns 9, 10 arranged laterally next to the sliding surface 27 are designed as spiral springs 17, 18, each of which is approximately in the middle via a horizontal swivel joint 7 , 8 are connected to the transition device part 22 under prestress.
- the columns 9, 10 designed as spiral springs 17, 18 simultaneously take on the function of the spring means otherwise used.
- the bending springs 17, 18 are made, for example, of a composite material using glass fibers or carbon fibers, and in order to achieve combinations of properties of the materials, these can also be used with one another in a composite structure.
- a torsion spring 17, 18 thus produced already has a slightly bent shape with respect to its longitudinal axis in the untensioned state, which generates a prestress with respect to its upper and lower end parts when it is attached laterally to a transition device part 22.
- a spiral spring 17 has, for example, on its upper end section the centering pin 13 which is resiliently mounted in its axial direction and on its lower end section the slot-like recess 14 and a deflecting profile 19. If a spiral spring 17 equipped in this way is, for example, right-justified on the transition device part 22, it can be identical to a spiral spring 18 mounted on the left of the transition device part 22 when viewed in a rotationally symmetrical manner.
- FIGS. 9 to 12 Further forms of training of a holding and centering device according to the invention are shown in each case only half drawn in FIGS. 9 to 12. They offer numerous combination options with regard to the guidance of the columns 9, 10 and with regard to the arrangement of the spring means 4, which enable optimum adaptation to the respective requirements.
- one column (9), 10 of a holding and centering device 36 is arranged approximately vertically on the side of a transition device part 22.
- Each column (9), 10 is provided with at least two parallel, spaced and in a hinge 8, 8 'mounted sliding members 34, 34'.
- the sliding members 34, 34 ' are in horizontal guides 16, 16', which correspond to at least the length of the transverse path according to Figure 4, laterally mounted, at least one guide 16, 16 'is integrated in a pivot bearing 33.
- the column 10 has, for example, in its lower region a centering pin 13 which is resiliently mounted in its axial direction and in its upper region a slot-like recess 14 and a deflecting profile 19.
- the column 10 is held in a position perpendicular to the side of the transition device part 22 by means of horizontally arranged spring means 4.
- FIG. 10 A simplified example for guiding a column (9), 10 laterally on the transition device part 22 is shown in FIG. 10 a holding and centering device 37.
- a pivot bearing 33 proposed in FIG. 9 can be dispensed with here if at least one pivot joint 8, 8 'of the sliding members 34, 34' is guided in the column (9), 10 in a slot-like recess 35.
- a column (9), 10 guided according to FIG. 9 or 10 is designed as a holding and centering device 38 and connected to a transition device part 22 via spring means 4 vertically integrated above and below and by means of transmission 5.
- the transmission means 5, as already described under FIG. 6, are guided into a plane which deviates from the direction of action of the spring means 4.
- Such a holding and centering device is characterized in particular by the fact that it holds two transition device parts as long as possible in a position that is floating with respect to the ends of the car body. It acts transversely to the direction of travel and, due to its constant preload, always creates a congruent position of the two transition device parts. Secondly, this holding and centering device results in a forced return of two transition device parts sliding on one another, which are automatically brought into a congruent position with respect to these parts by prestressed spring means after a transverse displacement of their sliding parts which is carried out as a result of a large deflection.
- a transition device of the generic type held by this holding and centering device, can again assume its floating position between the ends of the car body. This is held by the holding and centering device according to the invention until the transverse displacement of two coupled vehicles exceeds a dimension limited by a stop. From this moment on, the transition device parts in turn separate from their congruent position, shift relative to one another and automatically activate the holding and centering device according to the invention for a new forced return. Thanks to the holding and centering device, a defined separation of two transition device parts from their floating position takes place at a very late point in time as a result of transverse displacement of their ends of the car body, namely when the amount of transverse displacement limited by a stop is exceeded.
- the clear passage width of the transition device remains unrestricted for a very long time when cornering, except for example in the case of narrow depot curves. Due to the holding and centering device according to the invention, the clear passage width of separate and mutually displaced transition device parts remains larger in comparison to non-floating transition devices by the amount of the floating portion, which results in a significant improvement in comfort for the travelers when crossing.
- Transition devices held in this way in a floating connection give the traveler a feeling of security when crossing, since the parts of the transition device rarely move against one another during normal driving.
- the transition facility is hardly perceived as such and can become a functional travel area.
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- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Mechanical Engineering (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
- Springs (AREA)
- Automatic Assembly (AREA)
- Switches With Compound Operations (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Motorcycle And Bicycle Frame (AREA)
- Handcart (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Seats For Vehicles (AREA)
- Vibration Dampers (AREA)
Claims (29)
- Dispositif destiné à un mécanisme de transition de voitures de voyageurs comportant des moyens de traction et de tamponnement UIC et des éléments de transition logés de façon flottante, coulissant les uns sur les autres, étant précisé que ce dispositif est équipé de moyens de maintien et de centrage actifs (1, 25, 26, 28, 29, 36, 37, 38, 39), caractérisé en ce que les moyens de maintien et de centrage comportent des éléments à ressort (4) qui sont conçus sous forme de ressorts de traction mécaniquement précontraints, d'amortisseurs pneumatiques ou d'un élément à ressort pouvant être actionné par un fluide en tant que support d'énergie.
- Dispositif selon la revendication 1, caractérisé en ce qu'il est prévu des éléments de transmission (5), conçus de préférence sous forme de palans à chaîne ou à câble, ainsi que de palans Flexball ou Bowden.
- Voiture de voyageurs, caractérisée par au moins un dispositif selon l'une des revendications 1 ou 2.
- Voiture de voyageurs avec un dispositif selon la revendication 3, caractérisée en ce que les moyens de maintien et de centrage sont disposés sur un élément de transition (22, 22') dans le sens transversal au sens de la marche en tant que centrage actif soumis à l'action permanente d'éléments à ressort (4), lequel effectue automatiquement le rappel forcé de deux éléments de transition (22, 22'), et sont déportés transversalement l'un par rapport à l'autre, dans une position coïncidente de leurs surfaces de glissement (27, 27').
- Voiture de voyageurs selon l'une des revendications 3 ou 4, caractérisée en ce qu'il est prévu des entraîneurs (11, 12) ou des éléments de centrage (13, 13', 14, 14'), qui, par rapport à leurs éléments élastiques (3, 3'), maintiennent une transition (21) dans une position flottante entre deux extrémités (20, 20') de caisses de voiture.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 5, caractérisée en ce qu'un entraîneur (11, 12) est respectivement disposé de façon fixe sur le côté d'un élément de transition (22) et logé de façon à pouvoir se déporter latéralement dans des guidages (15, 16) montés sur cet élément, étant précisé que les deux entraîneurs (11, 12) sont reliés entre eux par des éléments à ressort (4), et de préférence par des éléments de transmission (5).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 6, caractérisée en ce qu'un dispositif de transition (21) est suspendu de façon flottante à des éléments élastiques (3, 3'), et en ce que, lors du déport transversal de deux extrémités (20, 20') de caisses de voiture jusqu'à un degré limité par une butée (25, 25'), ses deux éléments de transition (22, 22') ont une position coïncidente avec un plan longitudinal central commun (32), et ce parce qu'il est prévu des entraîneurs (11, 12 et/ou 11', 12') s'adossant latéralement et actionnés par des éléments à ressort (4, 4') et des éléments de transmission (5, 5').
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 7, caractérisée en ce qu'un dispositif de transition (21) est suspendu de façon flottante à des éléments élastiques (3, 3'), et en ce que, lors du déport transversal des extrémités (20, 20') des caisses de voiture au-delà d'un degré limité par une butée (25, 25'), ses deux éléments de transition (22, 22') glissent l'un sur l'autre sur leurs surfaces de glissement (27, 27') en s'opposant à la résistance des éléments à ressort (4), et présentent une position déportée transversalement de leurs plans longitudinaux centraux (32, 32').
- Voiture de voyageurs selon l'une des revendications 3 à 8, caractérisée en ce que des entraîneurs (11, 12 et/ou 11', 12') s'adossent latéralement contre deux éléments de transition (22, 22') déportés transversalement l'un par rapport à l'autre, lesquels, par l'intermédiaire d'éléments à ressort (4, 4') et d'éléments de transmission (5, 5'), agissent par une force de rappel sur les éléments de transition (22, 22') jusqu'à ce qu'il soient dans un plan longitudinal central commun (32).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 9, caractérisée en ce que, par rapport au sens transversal du véhicule, les éléments à ressort (4, 4') ont une rigidité différente, de préférence inférieure à celle des éléments élastiques (3, 3') de la suspension des éléments de transition (22, 22'), et en ce que la largeur de libre passage du dispositif de transition (21) reste maintenue pratiquement sans restriction lors du passage des courbes.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 10, caractérisée en ce qu'un élément de transition (22) comporte un dispositif (25) qui est composé d'au moins une colonne (9, 10) verticale respectivement disposées sur le côté latéral de la surface de glissement, lesquelles sont guidées par leurs extrémités inférieures au moyen d'une articulation à charnière (7, 8) de manière à pouvoir pivoter latéralement, et sont reliées ensemble sous précontrainte par leurs extrémités supérieures par l'intermédiaire d'éléments à ressort (4) et d'éléments de transmission (5) disposés horizontalement.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 11, caractérisée en ce que les colonnes (9, 10) sont de préférence conçues sous forme de tubes de section rectangulaire, la colonne (9) comportant, par exemple dans sa partie supérieure, un tenon de centrage (13) logé élastiquement dans sa direction axiale, et la colonne (10) comportant au même endroit un évidement (14) du type trou oblong et un profil déflecteur (19).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 12, caractérisée en ce que les colonnes (9, 10) sont conçues sous forme de tubes profilés dont la forme correspond à la fonction du profil déflecteur (19).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 13, caractérisée en ce que la longueur de l'évidement (14) du type trou oblong est plus grande que le déport vertical de deux éléments de transition (22, 22') lors de l'accouplement de leurs caisses de voiture (20, 20') dans des états de charge différents.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 14, caractérisée en ce qu'il est prévu un profil déflecteur (19) pour le guidage d'un tenon de centrage (13) dépassant du dispositif (25) opposé, et pour éviter que celui-ci ne s accroche latéralement avec la colonne (10) opposée.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 15, caractérisée en ce qu'un tenon de centrage (13) est logé élastiquement dans sa direction axiale et qu'il affleure le contour extérieur de la colonne (9) sous l'effet d'une force extérieure.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 16, caractérisée en ce que deux éléments de transition (22, 22') sont situés l'un contre l'autre en position coïncidente, et qu'un tenon de centrage (13) respectif pénètre dans l'évidement (14) de la colonne (10') qui lui est opposé, et en ce que les colonnes (9, 10) sont maintenues sous précontrainte contre chaque élément de transition (22, 22') dans une position latérale pratiquement verticale par des éléments à ressort (4) et des éléments de transmission (5).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 17, caractérisée en ce qu'un élément de transition (22) comporte un dispositif (26) qui est équipé d'une colonne (9, 10) pratiquement verticale disposée respectivement sur le côté latéral de la surface de glissement (27), lesquelles sont guidées sur leurs extrémités inférieures de façon à pouvoir pivoter latéralement au moyen d'une articulation à charnière (7, 8), étant précisé que des éléments à ressort (4) reliés à l'élément de transition (22) par des éléments de transmission (5) sont intégrés dans les colonnes (9, 10), de telle sorte qu'ils soient guidés par l'intermédiaire des moyens de renvoi (6) logés dans les colonnes (9, 10) dans un plan différent de celui du sens d'action des éléments à ressort (4).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 18, caractérisée en ce qu'un élément de transition (22) comporte un dispositif (28) dans lequel une unité de centrage (13') et un entraineur (14') sont respectivement logés dans un guidage (15, 16) de façon à ne pas pouvoir tourner mais à pouvoir se déporter latéralement, et en ce que l'unité de centrage (13') est reliée à l'entraîneur (14') par des éléments de transmission, de telle manière qu'ils soient guidés par l'intermédiaire de deux moyens de renvoi (6) montés sur l'élément de transition (22) et par un autre moyen de renvoi (6'), lequel est maintenu sous précontrainte de traction ou de pression par des éléments à ressort (4).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 19, caractérisée en ce qu'une unité de centrage (13') et un entraîneur (14') sont reliés entre eux dans un même plan par l'intermédiaire d'éléments à ressort (4) et d'éléments de transmission (5).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 20, caractérisée en ce qu'un élément de transition (22) comporte un dispositif (29) dans lequel les colonnes (9, 10) pratiquement verticales disposées respectivement sur le côté latéral de la surface de glissement (27) sont conçues sous forme de ressorts de flexion (17, 18) et reliées sous précontrainte de leurs extrémités, sensiblement au milieu de leur longueur, à l'élément de transition (22) par l'intermédiaire d'une articulation à charnière horizontale (7, 8).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 21, caractérisée en ce que les ressorts de flexion (17, 18) sont réalisés de préférence dans un matériau composite avec utilisation de fibres de verre ou de fibres de carbone, et en ce que, pour obtenir une combinaison entre les propriétés de ces matériaux, ceux-ci peuvent également être mis en oeuvre dans une structure composite.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 22, caractérisée en ce qu'un ressort de flexion (17, 18) présente à l'état non tendu une forme légèrement fléchie par rapport à son axe longitudinal, de sorte que, lors de son montage latéral sur un élément de transition (22), il présente une précontrainte quant à ses parties d'extrémités supérieures et inférieures.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 23, caractérisée en ce que, sur l'une des ses extrémités, un ressort de flexion (17, 18) comporte un tenon de centrage logé élastiquement dans sa direction axiale, et sur l'autre de ses extrémités, un évidement (14) du type trou oblong et un profil déflecteur (19).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 24, caractérisée en ce qu'un dispositif (29) comporte deux ressorts de flexion (17, 18) et un total de deux tenons de centrage (13) et de deux évidements (14) afin de réduire la pression de surface.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 25 caractérisée en ce qu'un élément de transition (22) comporte un dispositif (36) dans lequel, par l'intermédiaire d'éléments à ressort (4) disposés horizontalement, une colonne (9, 10) est respectivement maintenue latéralement sur l'élément de transition (22) dans une position pratiquement verticale et logée sur l'élément de transition (22) de façon à pouvoir se déporter latéralement dans des guidages horizontaux (16, 16'), au moins un guidage (16, 16') comportant un palier pivotant (33), laquelle est équipée d'au moins deux éléments coulissants (34, 34') parallèles disposés à un certain écartement et montés dans une articulation à charnière (8, 8').
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 26, caractérisée en ce qu'un élément de transition comporte un dispositif (37) dans lequel, par l'intermédiaire d'éléments à ressort (4) disposés horizontalement, une colonne (9, 10) est respectivement maintenue latéralement sur l'élément de transition (22) dans une position pratiquement verticale et logée sur l'élément de transition (22) de façon à pouvoir se déporter latéralement dans des guidages horizontaux (16, 16'), laquelle est équipée d'au moins deux éléments coulissants (34, 34') parallèles disposés à un certain écartement montés dans une articulation à charnière (8, 8') et guidés dans au moins un évidement (35) du type trou oblong.
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 27, caractérisée en ce qu'un élément de transition comporte un dispositif (36, 37, 38, 39) dans lequel les éléments à ressort (4) sont intégrés verticalement dans les colonnes (9, 10) et reliés à l'élément de transition (22) par des éléments de transmission (5), de telle manière qu'ils soient guidés par les moyens de renvoi (6) logés dans les colonnes (9, 10) dans un plan différent de celui du sens d'action des éléments à ressort (4).
- Voiture de voyageurs selon l'une quelconque des revendications 3 à 28, caractérisée en ce qu'un élément de transition (22) équipé d'un dispositif (25, 26, 28, 29, 36, 37, 38, 39) utilisé par exemple à la place d'un élément de transition (22') d'origine, est également compatible avec une transition UIC conventionnelle à bourrelet en caoutchouc.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CH54789 | 1989-02-16 | ||
CH547/89 | 1989-02-16 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0383047A1 EP0383047A1 (fr) | 1990-08-22 |
EP0383047B1 true EP0383047B1 (fr) | 1994-03-02 |
Family
ID=4189513
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP90101137A Expired - Lifetime EP0383047B1 (fr) | 1989-02-16 | 1990-01-20 | Dispositif pour voitures de voyageurs avec organes UIC de traction et d'absorption des chocs et voiture de voyageurs |
Country Status (8)
Country | Link |
---|---|
EP (1) | EP0383047B1 (fr) |
JP (1) | JPH02246864A (fr) |
AT (1) | ATE102134T1 (fr) |
AU (1) | AU4988990A (fr) |
CA (1) | CA2009941A1 (fr) |
DE (1) | DE59004713D1 (fr) |
DK (1) | DK0383047T3 (fr) |
ES (1) | ES2050283T3 (fr) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19545257A1 (de) | 1995-11-24 | 1997-06-19 | Schering Ag | Verfahren zur Herstellung von morphologisch einheitlichen Mikrokapseln sowie nach diesem Verfahren hergestellte Mikrokapseln |
JP2004516262A (ja) | 2000-12-21 | 2004-06-03 | ネクター セラピューティクス | 親水性活性剤を含有するマイクロ粒子の製造のための誘発相転移法 |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH524497A (de) * | 1970-06-04 | 1972-06-30 | Sig Schweiz Industrieges | Ubergang für Eisenbahnwagen mit automatischer Zentralkupplung |
FR2496030A1 (fr) * | 1980-12-17 | 1982-06-18 | Faiveley Sa | Dispositif d'intercirculation entre voitures de chemin de fer |
-
1990
- 1990-01-20 AT AT90101137T patent/ATE102134T1/de not_active IP Right Cessation
- 1990-01-20 DK DK90101137.9T patent/DK0383047T3/da not_active Application Discontinuation
- 1990-01-20 DE DE90101137T patent/DE59004713D1/de not_active Expired - Fee Related
- 1990-01-20 EP EP90101137A patent/EP0383047B1/fr not_active Expired - Lifetime
- 1990-01-20 ES ES90101137T patent/ES2050283T3/es not_active Expired - Lifetime
- 1990-02-13 CA CA002009941A patent/CA2009941A1/fr not_active Abandoned
- 1990-02-16 JP JP2034040A patent/JPH02246864A/ja active Pending
- 1990-02-16 AU AU49889/90A patent/AU4988990A/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
CA2009941A1 (fr) | 1990-08-16 |
EP0383047A1 (fr) | 1990-08-22 |
ATE102134T1 (de) | 1994-03-15 |
AU4988990A (en) | 1990-08-23 |
DK0383047T3 (da) | 1994-06-27 |
DE59004713D1 (de) | 1994-04-07 |
ES2050283T3 (es) | 1994-05-16 |
JPH02246864A (ja) | 1990-10-02 |
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