EP0473568B1 - Railway coach with intercommunication passage - Google Patents

Railway coach with intercommunication passage Download PDF

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Publication number
EP0473568B1
EP0473568B1 EP91890185A EP91890185A EP0473568B1 EP 0473568 B1 EP0473568 B1 EP 0473568B1 EP 91890185 A EP91890185 A EP 91890185A EP 91890185 A EP91890185 A EP 91890185A EP 0473568 B1 EP0473568 B1 EP 0473568B1
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EP
European Patent Office
Prior art keywords
ramp
railway car
axle
face
railway
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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.)
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EP91890185A
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German (de)
French (fr)
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EP0473568A1 (en
Inventor
Jan Dipl.-Ing. Niewiadomski
Gerhard Gemeinböck
Dr. Diepen Peter
Fritz Schneider
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WIENER METALLWERK GmbH
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WIENER METALLWERK GmbH
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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
    • 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

Definitions

  • the invention relates to a railway wagon for passenger transport with at least one, in particular on both, end (s) arranged parts of a passenger crossing, which forms a tight passenger crossing with the part of another coupled railway wagon.
  • the transition bridge is formed with flaps that are hinged to a part that is flexibly connected to the end wall, the flaps each on one Abutment, which is located between the wagons, are supported.
  • the bellows or membrane having to be brought into close contact with the front wall and no parts in the opposite direction Direction of travel over the end position with a fully loaded buffer may be sufficient.
  • the invention is based on a prior art, as it is by a railroad car according to ZEV-Glas.Ann. 112 (1988) pages 19 to 35.
  • an essentially joint-free step surface can be created between the cars in all relative positions of the cars, the spring element articulated both on the front and on the ramp, the ramp in the operating position the end face is resiliently held against the end wall of the railway wagon or against the transition bridge.
  • the articulation point of the spring element can be brought into a position close to the wagon and away from the wagon, so that even in the case of space-consuming constructions it can be achieved that the part of the passage of persons moving to the end wall, when in the position as end runner, the buffer not protruding in the fully sprung state, at the same time ensuring a stable end position not only of the bridge but also of the ramp.
  • spring elements are provided on both sides of the ramp, the same can be dimensioned smaller, with the advantage being given that when moving the There is a symmetrical force attack on the ramp, which means that delay of the ramp can be reliably avoided even in long-term operation.
  • At least one ball joint is replaced by a universal joint, a particularly robust and dust-resistant construction is ensured with the same freedom in the spatial directions.
  • the axis around which the toggle lever is mounted is mounted at an angle of less than 90 ° to the level of the transition bridge, whereby the ball joint can be swiveled close to the wagon over the swivel axis of the ramp and away from it under the wagon, then two particularly stable end positions of the ramp are simple and guaranteed way without additional design effort.
  • the force with which z. B. the spring element presses the ramp on the transition bridge be kept particularly large without causing increased consumption due to abrasion. Furthermore, and this is particularly important for trains at high speeds, any additional noise can be easily avoided, since the transmission of structure-borne noise through the sliding coating is essentially prevented.
  • the ramp can be moved into its end positions via the transition bridge, a particularly simple, user-friendly construction is ensured, which keeps the possibility of operating errors particularly low.
  • the inertia of the ramp and the spring elements connected to it can be kept particularly simple due to the lower mass of the gas elements, so that a particularly advantageous resilient holding of the ramp in the two end positions is ensured under the greatest possible pressure.
  • the end faces 1 and 2 of the railway wagons 3, 4 have support elements 5, 6.
  • the membrane 7 or 8 is flexibly connected to these support elements.
  • the frames 9 and 10, which are arranged at the end of the membrane, carry coupling elements 11, 12, so that an exact positioning of the frames relative to one another in all positions is ensured during operation.
  • the frames are extended on both sides to the wagons in the area near the ground and each carry a bearing 13, 14 for flaps 15, 16 of the transition bridge 17.
  • the flaps 15, 16 are in their position allowing passage on an abutment, not shown. In the present case, this abutment is flexibly connected via the frames 9, 10 to the end faces 1, 2 of the wagon via the support elements 5, 6.
  • These support elements have a round cross section, the interior of the support elements being filled with variable volume.
  • a ramp 18, 19 is provided, which are articulated to a bearing on the end face.
  • the folded-up position of both the flap 15 and the ramp 18 is also shown, wherein the bearing 13 can be retracted even further under the front wall of the wagon.
  • the buffers of the wagons which come into contact with one another in any operating position when the wagons are coupled (not shown), point in their maximum deflected position 20, 21 in the direction of travel or opposite to the direction of travel, depending on which end of the wagons is viewed, when folded up Transition bridge and ramp beyond these parts, so that no damage to the elements of the transition can be caused during coupling operations or the like, if the wagon 3 or 4 is a final runner.
  • the part of a ramp 18 shown on the left in FIGS. 2 and 3 is articulated on the front side of the wagon via an axis 22 which is arranged parallel to the axis of the wheels.
  • the underside of the ramp has a sliding covering 23, which rests on the transition bridge in the position which allows the passage of people.
  • the spring element 24, which is formed in the present case by a steel spring, has such a bias that the ramp is resiliently held against the end face or against the transition bridge in both end positions.
  • other resilient elements e.g. B. gas springs or the like., Are used.
  • the spring element is connected to the ramp 18 via a ball joint 25.
  • the other end of the spring element 24 is also connected to the end wall via a ball joint 26 via a toggle lever 27.
  • the effective length of the spring element 24 is adjustable via a thread with a counter nut 28.
  • the toggle lever 27 in turn can be pivoted about an axis 29 into a position close to the wagon or away from the wagon (the position remote from the wagon is shown in broken lines in FIG. 3). With the axis 29 arranged normal to the level of the transition bridge, the cooperating parts of the ball joint 26 of the toggle lever 27 are provided in the same position, in the present case above the axis 22, via which the ramp 18 is articulated.
  • the ball and socket joint can be positioned at different heights to the axis 22 of the ramp 18, as a result of which the free mobility and the pressure of the ramp on the transition bridge or front of the wagons can be easily taken into account.

Abstract

Railway coach (3, 4) for passenger traffic, having arranged at the end sides (1, 2) parts of an intercommunicating passage which forms together with the part of a further coupled-on railway coach (3, 4) a sealed intercommunication passage, a multi-component intercommunicating gangway (17) is provided, which can be walked on and which is surrounded by a membrane (7, 8), a folding bellows or the like, forming a space for the persons stepping through. The intercommunicating gangway (17) has flaps which are mounted so as to swivel about an axis parallel to the axle of the wheels of the railway coach, a ramp (18, 19) being mounted on the end side (1, 2) of the coach so as to swivel about an axis (22) which is arranged parallel to the axles of the wheels of the railway coach (3, 4), the ramp (9, 10) being held in its two limit positions with respect to the intercommunicating gangway (17) or the end side (1, 2) of the railway coach by means of a spring element (24). <IMAGE>

Description

Die Erfindung bezieht sich auf einen Eisenbahnwaggon für den Personenverkehr mit zumindest an einer, insbesondere an beiden, Stirnseite(n) angeordneten Teilen eines Personenüberganges, welcher mit dem Teil eines weiteren angekuppelten Eisenbahnwaggons einen dichten Personenübergang bildet.The invention relates to a railway wagon for passenger transport with at least one, in particular on both, end (s) arranged parts of a passenger crossing, which forms a tight passenger crossing with the part of another coupled railway wagon.

Bei Personenübergängen in Eisenbahnwaggons muß insbesondere bei Hochgeschwindigkeitszügen eine vollkommene Dichtheit des Überganges nach außen gewährleistet sein, wobei der Übergang auch bei Schräglage der Waggons zueinander, wie sie beispielsweise in Kurven bedingt ist, die Gesamtwandung in ihrem Abstand zu den Stirnwandungen der Eisenbahnwaggons veränderbar sein muß. Diese Veränderlichkeit kann beispielsweise durch einen Faltenbalg erreicht werden. Eine andere Möglichkeit besteht z. B. darin, ein im Querschnitt O-förmiges Stützelement an der Stirnseite des Eisenbahnwaggons anzuordnen, an welchem eine Membran befestigt ist. Bei Änderungen des Abstandes zwischen den Stirnflächen der Eisenbahnwaggons werden dann die Stützelemente im Querschnitt oval deformiert, so daß die Abstände verringert oder vergrößert werden können. Neben der Dichtheit des den Durchtrittsraum umgebenden Federbalgs oder der Membran ist es auch noch erforderlich, daß die Übertrittsbrücke eine im wesentlichen spaltfreie Trittfläche zwischen den Waggons bildet. Die Übergangsbrücke wird mit Klappen gebildet, die an einem Teil, der flexibel mit der Stirnwandung verbunden ist, angelenkt sind, wobei die Klappen jeweils auf einem Widerlager, das sich zwischen den Waggons befindet, abgestützt sind. Um eine druckdichte Ausbildung des Personenüberganges zu erreichen, ist ein erhöhter Platzaufwand gegeben, welcher bei der Umrüstung einer Stirnwandung eines Eisenbahnwaggons als Endläufer entgegensteht, wobei der Faltenbalg bzw. die Membran in enge Anlage an die Stirnwandung gebracht werden muß und keine Teile in Orientierung entgegen die Fahrtrichtung über die Endstellung bei einem vollbelasteteten Puffer reichen dürfen.In the case of passenger crossings in railway wagons, in particular in the case of high-speed trains, a perfect tightness of the transition to the outside must be ensured, the transition even when the wagons are inclined, as is required, for example, in curves, the total wall in its distance from the end walls of the railway wagons must be changeable. This variability can be achieved, for example, by means of a bellows. Another possibility is e.g. B. in arranging a cross-sectionally O-shaped support element on the end face of the railroad car, to which a membrane is attached. When the distance between the end faces of the railway wagons changes, the support elements are oval deformed in cross section, so that the distances can be reduced or increased. In addition to the tightness of the bellows or membrane surrounding the passage space, it is also necessary for the transition bridge to form an essentially gap-free tread surface between the wagons. The transition bridge is formed with flaps that are hinged to a part that is flexibly connected to the end wall, the flaps each on one Abutment, which is located between the wagons, are supported. In order to achieve a pressure-tight design of the passage of people, there is an increased amount of space, which is an obstacle to the conversion of a front wall of a railroad car as a final runner, the bellows or membrane having to be brought into close contact with the front wall and no parts in the opposite direction Direction of travel over the end position with a fully loaded buffer may be sufficient.

Die Erfindung geht von einem Stand der Technik aus, wie er durch einen Eisenbahnwaggon gemäß ZEV-Glas.Ann. 112 (1988) Seiten 19 bis 35 beschrieben ist.The invention is based on a prior art, as it is by a railroad car according to ZEV-Glas.Ann. 112 (1988) pages 19 to 35.

Der erfindungsgemäße Eisenbahnwaggon für den Personenverkehr mit zumindest an einer, insbesondere an beiden, Stirnseite(n) angeordnetem(n) Teil(e) eines Personenüberganges, welcher mit dem Teil eines weiteren angekuppelten Eisenbahnwaggons einen dichten Personenübergang bildet, wobei eine trittfeste mehrteilige Übergangsbrücke, welche unter Bildung eines Raumes für die durchtretenden Personen von einer Membran, einem Faltenbalg od. dgl. umgeben ist, die an ihrem zu kuppelnden Ende einen Rahmen trägt, welche Membran od. dgl. mit der Stirnseite des Eisenbahnwaggons, insbesondere über Stützelemente, flexibel verbunden ist, wobei zumindest am flexibel mit dem Eisenbahnwaggon verbundenen Teil eine Trittplatte der Übergangsbrücke um eine Achse parallel zur Achse der Räder des Eisenbahnwaggons schwenkbar gelagert sind, besteht im wesentlichen darin, daß an der Stirnseite des Eisenbahnwaggons eine Rampe schwenkbar um eine Achse gelagert ist, die parallel zu den Achsen der Räder des Eisenbahnwaggons angeordnet ist, wobei die Rampe über ein an dieser mit einem Kugelgelenk angelenkten Federelement in ihren beiden Endlagen gegen die Übergangsbrücke bzw. Stirnwand des Eisenbahnwaggons gehalten wird, welches Federelement über ein weiteres Kugelgelenk, das zusätzlich in einem Kniehebel angelenkt ist, welcher um eine Achse, die an einem mit der Stirnwand im wesentlichen starr verbundenes Lager gelagert ist, wobei die Achse quer, insbesondere normal, zur Ebene der Übergangsbrücke angeordnet ist, wodurch das weitere Kugelgelenk in Fahrtrichtung gesehen vor oder hinter die Schwenkachse der Rampe schwenkbar ist. Durch die an der Stirnseite des Eisenbahnwaggons gelagerte Rampe kann in allen Relativlagen der Waggons zueinander eine im wesentlichen fugenfreie Trittfläche zwischen den Waggons geschaffen werden, wobei durch das sowohl an der Stirnseite als auch an der Rampe angelenkte Federelement die Rampe bei Betriebsstellung bzw. bei Stellung an der Stirnfläche als Endläufer gegen die Stirnwand des Eisenbahnwaggons bzw. gegen die Übergangsbrücke federnd gehalten ist.The railway wagon according to the invention for passenger traffic with at least one part (s) of a passenger crossing arranged at both, in particular on both end faces, which forms a tight passenger crossing with the part of another coupled railway wagon, with a sturdy, multi-part transition bridge, which forming a space for people passing through is surrounded by a membrane, a bellows or the like, which carries a frame at its end to be coupled, which membrane or the like is flexibly connected to the end face of the railroad car, in particular via support elements , wherein at least on the part flexibly connected to the railroad car a step plate of the transition bridge is pivotally mounted about an axis parallel to the axis of the wheels of the railroad car, consists essentially in that a ramp is pivotally mounted on the front side of the railroad car about an axis that is parallel to the axles of the wheels of the railroad car is arranged, the ramp over a on this spring element articulated with a ball joint is held in its two end positions against the transition bridge or end wall of the railway wagon, which spring element is connected via a further ball joint, which is additionally articulated in a toggle lever, which is about an axis which is essentially connected to the end wall Rigidly connected bearing is mounted, the axis being arranged transversely, in particular normal, to the level of the transition bridge, as a result of which the further ball joint can be pivoted in front of or behind the pivot axis of the ramp in the direction of travel. Through the ramp mounted on the front of the railroad car, an essentially joint-free step surface can be created between the cars in all relative positions of the cars, the spring element articulated both on the front and on the ramp, the ramp in the operating position the end face is resiliently held against the end wall of the railway wagon or against the transition bridge.

Durch die Anlenkung des Federelementes an der Stirnfläche über einen Kniehebel kann die Anlenkstelle des Federelementes in eine waggonnahe und waggonferne Stellung gebracht werden, so daß selbst bei raumaufwendigen Konstruktionen erreichbar ist, daß der zur Stirnwandung verfahrene Teil des Personenüberganges, bei Stellung als Endläufer, den Puffer in vollkommen eingefedertem Zustand nicht überragt, wobei gleichzeitig eine stabile Endlage nicht nur der Brücke, sondern auch der Rampe gewährleistet ist.Through the articulation of the spring element on the end face via a toggle lever, the articulation point of the spring element can be brought into a position close to the wagon and away from the wagon, so that even in the case of space-consuming constructions it can be achieved that the part of the passage of persons moving to the end wall, when in the position as end runner, the buffer not protruding in the fully sprung state, at the same time ensuring a stable end position not only of the bridge but also of the ramp.

Sind zu beiden Seiten der Rampe Federelemente vorgesehen, so können dieselben geringer dimensioniert werden, wobei gleichzeitig der Vorteil gegeben ist, daß bei Bewegung der Rampe ein symmetrischer Kraftangriff gegeben ist, wodurch selbst bei Langzeitbetrieben ein Verzug der Rampe sicher vermieden werden kann.If spring elements are provided on both sides of the ramp, the same can be dimensioned smaller, with the advantage being given that when moving the There is a symmetrical force attack on the ramp, which means that delay of the ramp can be reliably avoided even in long-term operation.

Ist zumindest ein Kugelgelenk durch ein Kardangelenk ersetzt, so ist bei gleicher Freiheit in den räumlichen Richtungen eine besonders robuste und staubunanfällige Konstruktion gewährleistet.If at least one ball joint is replaced by a universal joint, a particularly robust and dust-resistant construction is ensured with the same freedom in the spatial directions.

Ist die Achse, um welche der Kniehebel gelagert ist, unter einem Winkel kleiner 90° zur Ebene der Übergangsbrücke gelagert, wodurch das Kugelgelenk waggonnah über der Schwenkachse der Rampe und waggonfern unter dieselbe schwenkbar ist, so sind zwei besonders stabile Endlagen der Rampe auf einfache Art und Weise ohne zusätzlichen konstruktiven Aufwand gewährleistet.If the axis around which the toggle lever is mounted is mounted at an angle of less than 90 ° to the level of the transition bridge, whereby the ball joint can be swiveled close to the wagon over the swivel axis of the ramp and away from it under the wagon, then two particularly stable end positions of the ramp are simple and guaranteed way without additional design effort.

Ist das Federelement am Kniehebel zwischen Achse des Kniehebels und der Rampe angelenkt, so ist ein besonders geringer Platzbedarf für Kniehebel und Federelement gegeben, so daß die seitliche Erstreckung für den Durchgang der Personen innerhalb des Personendurchganges besonders groß gehalten werden kann.If the spring element is articulated on the toggle lever between the axis of the toggle lever and the ramp, there is a particularly small space requirement for the toggle lever and spring element, so that the lateral extent for the passage of people within the passage of people can be kept particularly large.

Sind die Achsen der Kugelgelenke am freien Rampenende in den jeweiligen Endlagen parallel zur Achse der Rampe orientiert, so ist einerseits eine mit geringem Kraftaufwand durchführbare Schwenkung der Rampe möglich, wobei weiters der Druck der Rampe gegen die Stirnseite bzw. gegen die Übergangsbrücke ohne wesentliche Reibungsverluste durch das Federelement mit größtmöglicher Kraft realisiert werden kann.If the axes of the ball joints at the free end of the ramp are oriented parallel to the axis of the ramp in the respective end positions, on the one hand it is possible to pivot the ramp with little effort, and furthermore the pressure of the ramp against the end face or against the transition bridge without significant friction losses the spring element can be realized with the greatest possible force.

Liegt die Rampe über einen Gleitbelag auf der Übergangsbrücke auf, so kann die Kraft, mit welcher z. B. das Federelement die Rampe auf die Übergangsbrücke drückt, besonders großgehalten werden, ohne daß dadurch ein erhöhter Verbrauch durch Abrieb verursacht wird. Weiters, und dies ist gerade bei Zügen mit hohen Geschwindigkeiten von besonderer Bedeutung, kann auch jegliche zusätzliche Geräuschbildung einfach vermieden werden, da die Weiterleitung des Körperschalles durch den Gleitbelag im wesentlich verhindert wird.If the ramp lies over a sliding surface on the transition bridge on, the force with which z. B. the spring element presses the ramp on the transition bridge, be kept particularly large without causing increased consumption due to abrasion. Furthermore, and this is particularly important for trains at high speeds, any additional noise can be easily avoided, since the transmission of structure-borne noise through the sliding coating is essentially prevented.

Ist die Rampe über die Übergangsbrücke in ihre Endlagen bewegbar, so ist eine besonders einfache bedienungsfreundliche Konstruktion gewährleistet, welche die Möglichkeit für Bedienungsfehler besonders gering hält.If the ramp can be moved into its end positions via the transition bridge, a particularly simple, user-friendly construction is ensured, which keeps the possibility of operating errors particularly low.

Sind die Federelemente als Gasfedern aufgebaut, kann die Trägheit der Rampe und der mit ihr verbundenen Federelemente auf Grund der niedrigeren Masse der Gaselemente besonders einfach geringgehalten werden, so daß ein besonders vorteilhaftes federndes Halten der Rampe in den beiden Endlagen unter größtmöglichem Druck gewährleistet ist.If the spring elements are constructed as gas springs, the inertia of the ramp and the spring elements connected to it can be kept particularly simple due to the lower mass of the gas elements, so that a particularly advantageous resilient holding of the ramp in the two end positions is ensured under the greatest possible pressure.

Im folgenden wird die Erfindung anhand der Zeichnungen näher erläutert.The invention is explained in more detail below with reference to the drawings.

Es zeigen:

  • Fig 1 in seitlicher schematischer Darstellung die aneinandergekuppelten Stirnseiten zweier Waggons,
  • Fig. 2 und Fig. 3 die Rampe mit Federelement in Ansicht von vorne bzw. oben.
Show it:
  • 1 shows a side schematic illustration of the coupled end faces of two wagons,
  • Fig. 2 and Fig. 3, the ramp with spring element in a view from the front and above.

Die Stirnseiten 1 und 2 der Eisenbahnwaggons 3, 4 weisen Stützelemente 5, 6 auf. Mit diesen Stützelementen ist die Membran 7 bzw. 8 flexibel verbunden. Die Rahmen 9 und 10, die am Ende der Membran angeordnet sind, tragen Kuppelelemente 11, 12, so daß eine exakte Positionierung der Rahmen zueinander in sämtlichen Lagen während des Betriebes gewährleistet ist. Die Rahmen sind im bodennahen Bereich beidseitig zu den Waggons verlängert und tragen jeweils ein Lager 13, 14 für Klappen 15, 16 der Übergangsbrücke 17 auf. Die Klappen 15, 16 liegen in ihrer einen Durchgang gewährenden Stellung auf einem nicht dargestellten Widerlager auf. Dieses Widerlager ist in vorliegendem Falle über die Rahmen 9, 10 mit den Stirnseiten 1, 2 des Waggons flexibel über die Stützelemente 5, 6 verbunden. Diese Stützelemente weisen einen runden Querschnitt auf, wobei das Innere der Stützelemente volumsvariabel gefüllt ist. Hiefür kommt beispielsweise Schaumstotf oder auch eine reine Erfüllung des Raumes mit Gasen, z. B. Luft, in Frage, wobei in diesem Falle auch eine Verbindung des Innenraumes der Stützelemente mit der Atmosphäre gewährleistet sein kann. Zur Abdeckung der Zwischenräume zwischen der Übergangsbrücke und den Stirnseiten 1, 2 der Waggons ist jeweils eine Rampe 18, 19 vorgesehen, die an einem Lager an der Stirnseite angelenkt sind. Im linken Teil ist auch die hochgeklappte Stellung sowohl der Klappe 15 als auch der Rampe 18 dargestellt, wobei das Lager 13 noch weiter unter die Stirnwandung des Waggons eingefahren sein kann. Die Puffer der Waggons, die in jeder Betriebslage bei angekuppelten Waggons in Anlage zueinander kommen (nicht dargestellt) weisen in ihrer maximal eingefederten Position 20, 21 in Fahrtrichtung oder entgegen die Fahrtrichtung gesehen, je nachdem, welche Stirnseite der Waggons betrachtet wird, bei hochgeklappter Übergangsbrücke und Rampe über diese Teile hinaus, so daß bei Ankuppelvorgängen od. dgl., wenn der Waggon 3 oder 4 ein Endläufer ist, keine Zerstörung der Elemente des Übergangs verursacht werden kann.The end faces 1 and 2 of the railway wagons 3, 4 have support elements 5, 6. The membrane 7 or 8 is flexibly connected to these support elements. The frames 9 and 10, which are arranged at the end of the membrane, carry coupling elements 11, 12, so that an exact positioning of the frames relative to one another in all positions is ensured during operation. The frames are extended on both sides to the wagons in the area near the ground and each carry a bearing 13, 14 for flaps 15, 16 of the transition bridge 17. The flaps 15, 16 are in their position allowing passage on an abutment, not shown. In the present case, this abutment is flexibly connected via the frames 9, 10 to the end faces 1, 2 of the wagon via the support elements 5, 6. These support elements have a round cross section, the interior of the support elements being filled with variable volume. For this comes, for example, foam or a pure filling of the room with gases, e.g. B. air, in question, in which case a connection of the interior of the support elements with the atmosphere can be guaranteed. To cover the spaces between the transition bridge and the end faces 1, 2 of the wagons, a ramp 18, 19 is provided, which are articulated to a bearing on the end face. In the left part, the folded-up position of both the flap 15 and the ramp 18 is also shown, wherein the bearing 13 can be retracted even further under the front wall of the wagon. The buffers of the wagons, which come into contact with one another in any operating position when the wagons are coupled (not shown), point in their maximum deflected position 20, 21 in the direction of travel or opposite to the direction of travel, depending on which end of the wagons is viewed, when folded up Transition bridge and ramp beyond these parts, so that no damage to the elements of the transition can be caused during coupling operations or the like, if the wagon 3 or 4 is a final runner.

Der in den Fig. 2 und 3 jeweils linke Teil einer Rampe 18 dargestellte Teil ist über eine Achse 22, die parallel zur Achse der Räder angeordnet ist, an der Stirnseite des Waggons angelenkt. Die Rampe weist an ihrer Unterseite einen Gleitbelag 23 auf, welcher in der den Personendurchgang freigebenden Stellung auf der Übergangsbrücke aufliegt. Das Federelement 24, welches im vorliegenden Fall durch eine Stahlfeder gebildet ist, weist eine derartige Vorspannung auf, daß in beiden Endlagen die Rampe gegen die Stirnseite bzw. gegen die Übergangsbrücke federnd gehalten ist. Anstelle einer Stahlfeder können auch andere federnde Elemente, z. B. Gasfedern od. dgl., zum Einsatz kommen. Das Federelement ist über ein Kugelgelenk 25 mit der Rampe 18 verbunden. Das andere Ende des Federelementes 24 ist ebenfalls über ein Kugelgelenk 26 über einen Kniehebel 27 mit der Stirnwand verbunden. Die Wirklänge des Federelementes 24 ist über ein Gewinde mit Kontramutter 28 einstellbar. Der Kniehebel 27 ist seinerseits über eine Achse 29 in eine waggonnahe bzw. waggonferne Stellung schwenkbar (in Fig. 3 ist die waggonferne Stellung strichliert dargestellt). Bei normal zur Ebene der Übergangsbrücke angeordneter Achse 29 sind die kooperierenden Teile des Kugelgelenkes 26 des Kniehebels 27 in gleicher Lage, im vorliegenden Fall jeweils oberhalb der Achse 22, über welche die Rampe 18 angelenkt ist, vorgesehen. Ist eine Schrägstellung des Bolzens 29 zur Ebene der Übergangsbrücke durchgeführt, so kann das Kugelgelenk in unterschiedlicher Höhenlage zur Achse 22 der Rampe 18 positioniert werden, wodurch der freien Beweglichkeit sowie dem Andruck der Rampe an die Übergangsbrücke bzw. Stirnseite der Waggons besonders einfach Rechnung getragen werden kann.The part of a ramp 18 shown on the left in FIGS. 2 and 3 is articulated on the front side of the wagon via an axis 22 which is arranged parallel to the axis of the wheels. The underside of the ramp has a sliding covering 23, which rests on the transition bridge in the position which allows the passage of people. The spring element 24, which is formed in the present case by a steel spring, has such a bias that the ramp is resiliently held against the end face or against the transition bridge in both end positions. Instead of a steel spring, other resilient elements, e.g. B. gas springs or the like., Are used. The spring element is connected to the ramp 18 via a ball joint 25. The other end of the spring element 24 is also connected to the end wall via a ball joint 26 via a toggle lever 27. The effective length of the spring element 24 is adjustable via a thread with a counter nut 28. The toggle lever 27 in turn can be pivoted about an axis 29 into a position close to the wagon or away from the wagon (the position remote from the wagon is shown in broken lines in FIG. 3). With the axis 29 arranged normal to the level of the transition bridge, the cooperating parts of the ball joint 26 of the toggle lever 27 are provided in the same position, in the present case above the axis 22, via which the ramp 18 is articulated. If the bolt 29 is inclined to the level of the transition bridge, the ball and socket joint can be positioned at different heights to the axis 22 of the ramp 18, as a result of which the free mobility and the pressure of the ramp on the transition bridge or front of the wagons can be easily taken into account.

Bei der in Fig. 3 strichliert dargestellten Lage des Kniehebels 27 ist der in entgegen die Fahrtrichtung gesehene Vorstand des Kniehebels gering gehalten, so daß der Rahmen bzw. die Membran des Personenüberganges besonders weit gegen die Stirnwand verfahren werden kann. Weiters ist durch diese schwenkbare Lagerung des Federelementes eine stabile Lage der Rampe 18, 19 bzw. der Klappen gewährleistet.In the position of the toggle lever 27 shown in dashed lines in FIG. 3, the board of the toggle lever seen in the opposite direction of travel is kept low, so that the frame or the membrane of the person transition can be moved particularly far against the end wall. Furthermore, this pivotable mounting of the spring element ensures a stable position of the ramp 18, 19 or the flaps.

Anstelle der Kugelgelenke können auch andere Gelenke zum Einsatz kommen, die dieselben räumlichen Freiheiten, wie z. B. ein Kardangelenk, gewährleisten.Instead of the ball joints, other joints can be used that have the same spatial freedom, such as. B. a universal joint, ensure.

Claims (9)

  1. Railway car (3, 4) for passenger transport having part(s) of a passenger access arranged at least at one, and especially at both, end face(s) (1, 2), which together with the part of an additional, coupled railway car (3, 4) forms an enclosed passenger access, with a multi-part access bridge (17) which is safe for pedestrians, is surrounded by a diaphragm (7, 8), a bellows or the like to form a space for the passengers passing through, which diaphragm bears a frame (9, 10) at its end which is to be coupled, which frame is flexibly connected to the end face of the railway car (1, 2) especially via support elements (5, 6), at least the part flexibly connected to the railway car bearing a foot-board, especially flaps (15, 16), of the access bridge, which flaps are mounted so as to pivot about an axle parallel to the axle of the wheels of the railway car, characterized in that a ramp (18, 19) is mounted on the end face (1, 2) so as to be pivotable about an axle (22) which is arranged parallel to the axles of the wheels of the railway car (3, 4), the ramp being held, via a spring element (24) articulated thereon by means of a ball joint (25), in its two end positions relative to the access bridge (17) or end face (1, 2) of the railway car, which spring element (24) is articulated via a further ball joint (26) in a toggle lever (27) which is mounted to pivot about an axle (29), which is arranged transversely, especially normally, to the plane of the access bridge (17) in a bearing which is substantially rigidly connected to the end face (1, 2), as a result of which the additional ball joint (26), viewed in the direction of travel, can be pivoted in front of or behind the pivot axle (22) of the ramp.
  2. Railway car according to Claim 1, characterized in that spring elements (24) are provided on both sides of the ramp (18, 19).
  3. Railway car according to Claim 1 or 2, characterized in that at least one ball joint (25, 26) is replaced by a universal joint.
  4. Railway car according to Claim 1, 2 or 3, characterized in that the axle (29), about which the toggle lever (27) is mounted, is mounted at an angle of less than 90° to the plane of the access bridge (17), as a result of which the ball joint (26) is pivotable above the pivot axle of the ramp, close to the car or remote from the car, and below the said axle remote from the car or close to the car.
  5. Railway car according to one of Claims 1 to 4, characterized in that the spring element (24) is articulated on the toggle lever (27) between the axle (29) of the toggle lever (27) and the ramp (18, 19).
  6. Railway car according to one of Claims 1 to 5, characterized in that axles of the ball joints (25) are oriented at the free end of the ramp in the end positions parallel to the axle (22) of the ramp.
  7. Railway car according to one of Claims 1 to 6, characterized in that the ramp (18, 19) rests via a slip coating (23) on the access bridge (17).
  8. Railway car according to one of Claims 1 to 7, characterized in that the ramp (18, 19) can in each case be moved over the flap (15, 16) of the access bridge (17) into its end position on the end face (1, 2).
  9. Railway car according to one of Claims 1 to 8, characterized in that the spring elements (24) are designed as gas springs.
EP91890185A 1990-08-27 1991-08-21 Railway coach with intercommunication passage Expired - Lifetime EP0473568B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT1758/90 1990-08-27
AT175890 1990-08-27

Publications (2)

Publication Number Publication Date
EP0473568A1 EP0473568A1 (en) 1992-03-04
EP0473568B1 true EP0473568B1 (en) 1995-06-28

Family

ID=3520367

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91890185A Expired - Lifetime EP0473568B1 (en) 1990-08-27 1991-08-21 Railway coach with intercommunication passage

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EP (1) EP0473568B1 (en)
AT (1) ATE124346T1 (en)
CZ (1) CZ280393B6 (en)
DE (1) DE59105841D1 (en)
HU (1) HUT58247A (en)
PL (1) PL291495A1 (en)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1227047B (en) * 1964-01-03 1966-10-20 Maschf Augsburg Nuernberg Ag Transition device for two rail vehicles to be coupled together
DE3514978A1 (en) * 1985-04-25 1986-10-30 Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter Intercommunicating gangway for rail vehicles coupled to one another, and method of installation
DE9012685U1 (en) * 1990-09-05 1990-12-13 Wiener Metallwerk Ges.M.B.H., Korneuburg, At

Also Published As

Publication number Publication date
CZ280393B6 (en) 1996-01-17
PL291495A1 (en) 1992-03-09
HUT58247A (en) 1992-02-28
HU912791D0 (en) 1992-01-28
ATE124346T1 (en) 1995-07-15
EP0473568A1 (en) 1992-03-04
CS262691A3 (en) 1992-04-15
DE59105841D1 (en) 1995-08-03

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