EP0418594B1 - Communication passage between railway vehicles - Google Patents

Abstract

Communication passage between railway vehicles having at least one bellows and one coupling device which has two coupling frames, at least one force transmission element which is attached to a carriage and can be subjected to tensile force being provided for automatically decoupling the two coupling frames (5, 6), which element, without being connected to the bellows, is connected to the one coupling frame so that the bellows can carry out a movement relative to the force transmission element. <IMAGE>

Description

The invention relates to two coupled rail vehicles with a transition, with at least one bellows and a coupling device which has two coupling frames.

A combined vehicle and wagon bellows coupling is known from Austrian patent specification 182 734. A united vehicle and wagon bellows coupling is characterized in that the connection of two wagons takes place exclusively through the wagon bellows; i.e. additional means, such as a claw coupling for the direct connection of the wagons to one another, are not provided. In detail, the coupling known from the Austrian patent specification consists of a coupling device which has two coupling frames, the two coupling frames being connected to one another by at least one bellows. The uncoupling of two wagons is done manually.

From DE-OS 38 04 323 a transition of the type mentioned is known, in which the coupling device of the transition must also be released by hand.

A disadvantage of the known transitions is that the manual decoupling of two wagons requires an additional amount of time, which may not be available in the event of a fire. The same applies to maneuvering.

The object underlying the invention is accordingly to provide an automatic decoupling of the transition between two wagons.

The object is achieved in that the automatic decoupling of the two coupling frames is provided at least one force-transmitting element fastened to a wagon, which can be subjected to tension and which is connected to a coupling frame without being connected to the bellows, so that the bellows is connected Can perform movement relative to the power transmission element. Here, the uncoupling of the two coupling frames is carried out by means of a single power transmission element.

In order to increase the certainty that the uncoupling of the two coupling frames actually takes place, a second force transmission element that can be stressed in tension can be provided on the other wagon and the other one, which is arranged correspondingly to the opposite coupling frame. That is, each of the two coupling frames is each connected to a power transmission element, each of these power transmission elements being connected to a wagon.

According to a special feature of the invention, the power transmission element, which is advantageously designed as a cable, is guided approximately in the neutral longitudinal axis of the wagon.

Specifically, in a first embodiment, the coupling device is such that each coupling frame of the coupling device is provided with movable and stationary coupling elements, the movable coupling elements of each coupling frame being connected for actuation with a cable, each cable being attached to a wagon .

As a movable coupling element, at least one hook is provided on each coupling frame, which engages in a fixed tab arranged on the other coupling frame. Since the dome frames are each identical, a flap of the other opposite frame is assigned to one hook of one frame in each case with two mutually opposing dome frames.

To decouple the dome frame, the hooks are vertically displaceably mounted in the respective dome frame according to a further feature of the invention. The hooks are arranged on a locking bar that is vertically movable in the dome frame and is connected to the cable.

In order to enable synchronous unlocking of the coupling elements of each coupling frame, the coupling device has a lever mechanism which is connected to the force transmission elements. In detail, the lever mechanism consists of a lever arranged in each coupling frame.

In this case, these two levers of the coupling frame are arranged in the frame in a mutually influencing manner, and for their actuation are each connected to the cable pull designed as a force transmission element, which is assigned to the respective coupling frame.

The connection of a lever with a cable pull and this special lever arrangement ensure that even with a cable pull detached from a wagon, the transitions can still be uncoupled. It follows that the arrangement of two power transmission elements, here in the form of cables, ultimately serves as an additional safeguard in the event that the lever mechanism is not functional for some reason.

A second embodiment is characterized according to the invention in that the coupling frame connected to the force transmission element has movable coupling elements, the coupling elements, which interact with corresponding coupling elements arranged on the other coupling frame, with the force transmission element, which is also advantageously designed as a cable pull and in which neutral longitudinal axis of the wagon is connected.

The coupling elements are fastened to at least two locking bars arranged movably in the coupling frame, the locking bars being connected to the cable pull serving as a force transmission element. This connection is now designed such that one of the two locking bars is connected to the power transmission element, and the two Latch bars are interconnected by a separate cable. Hooks and tabs are provided as coupling elements, the hooks and tabs each being arranged on a locking bar. According to a further advantageous feature of this embodiment, the locking bars are also connected to the force transmission element by a cable, the cable being guided in the coupling frame. This cable pull, which should be designed to be resettable if possible, can be identical to the latter in the event that the force transmission element is also designed as a cable pull. With this embodiment, the automatic decoupling of the two coupling frames is ensured in every case, even if only one cable pull leading from one wagon to a coupling frame is provided. The coupling elements arranged on the other, opposite coupling frame in the form of hooks and brackets can be firmly articulated on the coupling frame. In this case, a second cable pull, which is guided from the other wagon to the other coupling frame and has correspondingly arranged movable coupling elements on the other coupling frame, is not required. However, a second cable can be provided and then serves as additional security in the event that the unlocking in the one coupling frame does not take place properly.

For the explanation of the mode of operation of the invention in both embodiments, it is assumed that the bellows, in contrast to the force transmission element, for example the cable, is stretchable to a certain extent. Should be two Wagons are uncoupled, the wagons are moved apart after loosening the wagon coupling. The cable, which is initially somewhat sagging in the neutral longitudinal axis of the wagon, is tensioned when the wagons move apart; Above a certain voltage, the cable pulls will exert the force required to actuate the movable coupling elements, and in this way bring about the uncoupling.

The point at which the tension of the cable pull is sufficient to actuate the coupling elements is chosen so that it is still within the stretch limit of the bellows.

According to a further feature of the invention, on the locking bar of each coupling frame in both embodiments there is an attachment element accessible from the outside for receiving a hand lever. This enables both the manual unlocking of the coupling elements for decoupling the transition and the locking of the coupling elements for coupling the transition together.

In order to carry out the manual unlocking in the event of danger, for example in the event of a fire, from the wagon, according to an advantageous embodiment, the cable is connected to the wagon wall by a release lever. When the release lever is actuated, the lever mechanism simultaneously disengages the two coupling frames.

Fig. 1

zeigt den Übergang mit einem Wellenbalg in einer Seitenansicht;

Fig. 2

zeigt den Kuppelrahmen einer ersten Ausführungsform in einer Vorderansicht;

Fig. 3

zeigt den Synchronhebelmechanismus der ersten Ausführungsform schematisch in einer Draufsicht;

Fig. 4

zeigt einen Schnitt gemäß der Linie IV-IV in einer Ansicht von vorn;

Fig. 5

zeigt eine Seitenansicht von Fig. 4;

Fig. 6

zeigt den Kuppelrahmen einer zweiten Ausführungsform in einer Vorderansicht;

Fig. 7

zeigt schematisch eine Ansicht von oben gemäß der Linie VII-VII aus Fig. 6;

Fig. 8

zeigt einen Schnitt gemäß der Linie VIII-VIII aus Fig. 6:

Fig. 9

zeigt einen Schnitt gemäß der Linie IX-IX aus Fig. 6, wobei jedoch das Ansatzelement weggelassen wurde, da es identisch mit dem gemäß Fig. 8 ist;

Fig.10

zeigt die Verriegelung zweier Kuppelrahmen als Ausschnitt (entsprechend Seitenansicht von Fig. 8 bzw. Fig. 9).

Two exemplary embodiments are shown in the drawing.

Fig. 1

shows the transition with a bellows in a side view;

Fig. 2

shows the coupling frame of a first embodiment in a front view;

Fig. 3

shows the synchronous lever mechanism of the first embodiment schematically in a plan view;

Fig. 4

shows a section along the line IV-IV in a view from the front;

Fig. 5

shows a side view of Fig. 4;

Fig. 6

shows the coupling frame of a second embodiment in a front view;

Fig. 7

schematically shows a view from above along the line VII-VII of Fig. 6;

Fig. 8

shows a section along the line VIII-VIII of Fig. 6:

Fig. 9

shows a section along the line IX-IX of Figure 6, but the lug element has been omitted because it is identical to that of FIG. 8.

Fig. 10

shows the locking of two dome frames as a cutout (corresponding to the side view of Fig. 8 and Fig. 9).

1 to 5 deal with the first embodiment, FIGS. 6 to 10 with the second embodiment. The same objects in the figures of both embodiments are given the same name, provided the function is comparable.

According to Fig. 1, the overall designated 1 between two wagons 2 consists of the two bellows 3, 4, which are connected in the middle by the dome frames 5, 6 indicated in Fig. 1.

Such a dome frame 5 and 6 of the first embodiment is shown in FIG. 2. The two coupling frames 5 and 6 are identical; each coupling frame has two hooks 7 and 8 on its one vertical frame part, and tabs 9 and 10 corresponding to this on the other vertical frame part. A connection between two dome frames 5 and 6 is possible if the frames are mirror-inverted.

In this case, the hooks 7 and 8 of one coupling frame engage in the tabs 9 and 10 of the opposite frame. To center the two coupling frames 5 and 6, they are each provided with negative and positive centering elements in the form of a cone 11 or a corresponding recess 12.

In Fig. 2, a lever 13 of the overall lever mechanism 14 is shown (Fig. 3).

Fig. 3 shows a cable pull designated 15. This cable 15 is fastened to the schematically shown wagon wall 16 and is guided via a deflection roller 17 arranged on the coupling frame 5 to the lever 13, where it is fastened in the eyelet 18. The one pivoted about the axis 13a Lever 13 also has a further eyelet 19, spaced apart from eyelet 18, in which cable 20 is fastened. The cable 20 is guided via guides 21 in the coupling frame 5 (FIG. 2) to the attachment element 22 (FIG. 4). A corresponding identical structure is provided for the coupling frame 6; the cable pull designated there at 23 is connected at one end to the wagon wall and at its other end to the lever 24 pivotable about the axis 24a. The cable pull 25 corresponds in its function to the cable pull 20 and is also guided in the coupling frame 6 and is used for the vertical adjustment of the locking bar of this coupling frame.

Both cables, ie both the cable 20 and the cable 25, are guided approximately in the neutral longitudinal axis 29 of the wagon. This ensures that the cables are not tensioned during the movement of the train, and thus an unintentional decoupling is avoided.

To prevent the coupling frames 5 and 6 from being pulled apart on one side, the cables 15 and 23 are inserted into the coupling frames from below at 30 and are guided laterally into the coupling frames 5 and 6 to the levers 13 and 24 upwards. If the cables 15 and 23 were articulated directly above the levers 13 and 24 of the lever mechanism 14, there would be the risk that the coupling frames 5, 6 would pull apart when the tensile force set in, so that mutual interference between the levers 13 and 24 would no longer be possible .

The attachment element 22 shown in FIG. 4, on which the cable 20 is articulated, is pivotably mounted in the bearing block 22a, which is firmly connected to the coupling frame 5 and 6.

The push rod 22b is rotatably attached to the extension element 22 and is rotatably connected to the locking rod 26 by the driver designated 22c.

The locking bar 26 carries the two hooks 7 and 8, which in cooperation with the tabs 9 and 10 ensure the connection of the two coupling frames 5 and 6.

In order to ensure the vertical displaceability of the locking bar 26, groove-shaped openings 27 are provided in the coupling frame 5 and 6.

The mode of operation is essentially explained below with reference to FIGS. 3 and 4.

According to the task set, the two dome frames of the transition bridge are to be automatically uncoupled when the two wagons 2 move apart.

When the two wagons move apart, the bellows is first stretched. The cable pulls 15, 20 and 23, 25 are tensioned within a specific stretch that is still within the expansion limit of the bellows. By tensioning the cables 15, 20 and 23, 25, the attachment element 22 which is articulated thereon is brought into the dashed position shown in FIG. 4. requirement for this is that the mounting of each extension element 22 in the bearing block 23 is designed so that both the cable 20 and the push rod 24 are slightly outside the vertical, ie outside the dead center position. When the extension element 22 is pivoted, the locking bar 26 is displaced vertically upward, as a result of which the hooks 7 and 8 release the corresponding tabs (9, 10) of the opposite frame 6 (FIG. 7).

For the explanation of the function of the lever mechanism 14, it is assumed that a cable, for example the cable 23 of the coupling frame 6, which is also attached to the end of the wagon wall (not shown), is torn. The cable 13 pivots the lever 13 about its axis 13a in the direction of the arrow X. This pivoting movement is transmitted directly to the lever 24. The pivoting movement of the lever 24 pulls the cable 25, which is guided to the locking bar (not shown) arranged in the coupling frame 6, in the direction of the arrow Y. Characterized the locking bar arranged in the coupling frame 6 is pulled vertically upward, whereby the hooks arranged on the locking bar release the corresponding tabs 9 and 10 of the coupling frame 5. The lever mechanism 14 thus enables a synchronous unlocking of the coupling elements and thus a decoupling of the two coupling frames 5 and 6. Even if the connection of a cable to the corresponding wagon wall no longer exists.

For the explanation of the second embodiment, essentially shown in FIGS. 6 to 10, it is assumed that the same objects with the same function, unless expressly stated otherwise, have the same designations as those of the first embodiment.

In the second embodiment of a dome frame, as shown in Fig. 6, hooks 7 and 8 and tabs 9 and 10 are also provided. In contrast to the first embodiment, however, both the hooks and the tabs of at least one coupling frame are arranged such that they can move vertically in the respective coupling frame 5 or 6. In this case, the hooks and tabs of the opposite coupling frame can be firmly attached to it. In the following, however, it is assumed that both coupling frames have movable coupling elements. The hooks and tabs face each other for the purpose of locking.

The hooks 7 and 8 or the tabs 9 and 10 are each arranged on locking bars 32 and 33, respectively. The locking bars 32 and 33 are interconnected by the cable 34 shown schematically in FIG. 6. To operate the locking bars, that is to say for the vertical displacement of the locking bars 32 and 33, the cable 35 is provided, which is introduced into the coupling frame via the roller 36 arranged horizontally in the coupling frame 5, 6 (FIG. 7). This cable 35 is designed as a so-called flex cable, ie it automatically returns to its starting position after actuation due to spring forces, the two coupling frames being coupled to one another in the starting position.

The interaction of the tabs and hooks results from Fig. 10. The operation of the device is such that when the cable 35 is operated, the locking bars 32 and 33 are moved up and down (locking bar 32) and down (locking bar 33) this way release the tabs 7, 8 and the hooks 9, 10 of the other coupling frame.

The movable coupling elements of this other coupling frame, unless they are fixedly arranged on the coupling frame, are moved in exactly the opposite direction.

The cable 35 is actuated when the bellows expands and the cable is tensioned when the two wagons move apart. By tensioning the cable 35, the extension element is brought into the dashed position shown in FIGS. 8 and 9, as has already been described above.

8 and 9 also show the possibility of manual unlocking by means of the extension element 22 in the transition.
For this purpose, a hand lever identified by 28 and shown in dashed lines is placed on each attachment element 22 and brought into the dashed position by hand; the hand lever 28 also locks the coupling elements 7, 8 and 9, 10.

By pivoting the release lever 31 and thus by actuating the cable 35 (Fig. 7), the simultaneous unlocking of the coupling elements 7, 8 and 9, 10 of the coupling frame 5 and 6 and thus the uncoupling of the transition can be effected from the wagon.

Claims (19)

1. Two coupled-together rail vehicles with an interconnect, comprising at least one bellows and a coupling device which comprises two coupling frames, characterised thereby that for the automatic uncoupling of the two coupling frames (5, 6) there is provided at least one force transmission element (15, 20 or 23, 25 or 35) which is fastened to one car (2), is loadable in tension and which, without being connected to the bellows (3, 4), stands in connection with the one coupling frame (5, 6) so that the bellows (3, 4) can execute a movement relative to the force transmission element (15, 20; 23, 25; 35).
2. Two coupled-together rail vehicles according to claim 1, characterised thereby that there is provided a second force transmission element (15, 12 or 23, 25 or 35) which is correspondingly arranged at the other car (2) and the other coupling frame (5, 6) and loadable in tension.
3. Two coupled-together rail vehicles according to claim 1 and 2, characterised thereby that the force transmission element is a cable pull (15, 20 and 23, 25 or 35).
4. Two coupled-together rail vehicles according to claim 1 and 2, characterised thereby that the force transmission element is led approximately in the neutral longitudinal axis (29) of the car (2).
5. Two coupled-together rail vehicles according to claim 2, characterised thereby that each coupling frame (5, 6) is provided with movable and stationary coupling elements (7, 8 and 9, 10), wherein the movable coupling elements (7, 8) of each coupling frame (5, 6) are connected with a respective cable pull (20, 25) for actuation, wherein each cable pull (15, 23) is fastened to a respective car (2).
6. Two coupled-together rail vehicles connected according to claim 5, characterised thereby that each coupling frame (5, 6) comprises at least one hook (7, 8), which engages in a respective strap (9, 10) arranged at the other coupling frame (5, 6).
7. Two coupled-together rail vehicles connected according to claim 6, characterised thereby that the hook (7, 8) is mounted in the coupling frame (5, 6) to be vertically displaceable.
8. Two coupled-together rail vehicles according to claim 7, characterised thereby that the hook (7, 8) is arranged at a locking bar (26), which is vertically movable in the coupling frame (5, 6) and is connected with the cable pull (20, 25).
9. Two coupled-together rail vehicles according to claim 1, characterised thereby that the coupling device comprises a lever mechanism (14) for synchronous uncoupling.
10. Two coupled-together rail vehicles according to claim 9, characterised thereby that each coupling frame (5, 6) comprises a lever (13, 24), wherein the two levers (13, 24) forming the lever mechanism influence each other, and that each lever (13, 24) is, for deflecting, connected each time with the cable pull (15, 23) which is associated with the respective coupling frame (5, 6).
11. Two coupled-together rail vehicles according to claim 10, characterised thereby that the levers (13, 24) are constructed as double-acting levers and are mounted in the coupling frame (5, 6) to be pivotable about a vertical axis (13a, 24a).
12. Two coupled-together rail vehicles according to one or more of claims 1 to 4, characterised thereby that the coupling frame (5 or 6) connected with the force transmission element comprises movable coupling elements (7, 8 and 9, 10), wherein the coupling elements, which co-operate with the coupling elements correspondingly arranged at the other coupling frame (5 or 6), stand in connection with the force transmission element (35).
13. Two coupled-together rail vehicles according to claim 12, characterised thereby that the coupling elements (7, 8 and 9, 10) are fastened to at least two locking bars (32, 33) movably arranged in the coupling frame (5 or 6), wherein the locking bars (32, 33) stand in connection with the force transmission element (35).
14. Two coupled-together rail vehicles according to claim 13, characterised thereby that hooks (7, 8) and straps (9, 10) are provided as coupling elements, wherein the hooks (7, 8) and the straps (9, 10) are each time arranged at a locking bar (32 or 33).
15. Two coupled-together rail vehicles according to claim 13, characterised thereby that the force transmission element (35) is a cable pull, wherein the cable pull is guided in the coupling frame (5, 6), and that the locking bars (32, 33) of the respective coupling frame are connected with the cable pull (35).
16. Two coupled-together rail vehicles according to claim 15, characterised thereby that the cable pull (35) is constructed to be resettable.
17. Two coupled-together rail vehicles according to claim 13, characterised thereby that one of the two locking bars (32, 33) stands in connection with the force transmission element, and the two locking bars (32, 33) are themselves connected together by a cable pull (34).
18. Two coupled-together rail vehicles according to claim 8 and 13, characterised thereby that the locking bar (26 or 32, 33) of each coupling frame (5, 6) comprises an externally accessible attachment element (22) for the reception of a hand lever (28).
19. Two coupled-together rail vehicles according to claim 3, characterised thereby that each cable pull (15, 23 or 35) is connected with the car (2) by a manually pivotable release lever (31).

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