EP0473568B1 - Voiture ferroviaire avec passage d'intercirculation - Google Patents

Voiture ferroviaire avec passage d'intercirculation 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
Authority
EP
European Patent Office
Prior art keywords
ramp
railway car
axle
face
railway
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP91890185A
Other languages
German (de)
English (en)
Other versions
EP0473568A1 (fr
Inventor
Jan Dipl.-Ing. Niewiadomski
Gerhard Gemeinböck
Dr. Diepen Peter
Fritz Schneider
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
WIENER METALLWERK GmbH
Original Assignee
WIENER METALLWERK GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by WIENER METALLWERK GmbH filed Critical WIENER METALLWERK GmbH
Publication of EP0473568A1 publication Critical patent/EP0473568A1/fr
Application granted granted Critical
Publication of EP0473568B1 publication Critical patent/EP0473568B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

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

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Diaphragms And Bellows (AREA)
  • Road Paving Structures (AREA)

Claims (9)

  1. Wagon de chemin de fer (3, 4) pour le transport d'individus, comportant une ou des parties, d'un passage pour individus, qui sont agencées au moins sur un côté frontal (1, 2) et en particulier sur deux côtés frontaux, et qui forment avec la partie d'un autre wagon de chemin de fer (3, 4) accouplé un passage étanche pour individus, dans lequel un pont de passage (17) en plusieurs parties, rigide sous les pieds et qui est entouré, en formant un espace pour les individus qui passent, par une membrane (7, 8), un soufflet, etc. qui porte à son extrémité à accoupler un cadre (9, 10) qui est relié de façon flexible au côté frontal du wagon de chemin de fer (1, 2), en particulier par l'intermédiaire d'éléments de support (5, 6), dans lequel une partie reliée de façon flexible au porte un marche-pied, abattants etc. du wagon de chemin de fer, / pont de passage (17) dont des abattants sont montés de façon à pouvoir pivoter autour d'un arbre parallèle à l'arbre des roues du wagon de chemin de fer, caractérisé en ce qu'une rampe (18, 19) est montée sur le côté frontal (1, 2) de façon à pouvoir pivoter autour d'un arbre (22) qui est agencé parallèlement aux arbres des roues du wagon de chemin de fer (3, 4), la rampe étant maintenue dans ses deux positions extrêmes par rapport au pont de passage (17) ou respectivement au côté frontal (1, 2) du wagon de chemin de fer par l'intermédiaire d'un élément élastique (24) articulé sur cette rampe par une articulation sphérique (25), cet élément élastique (24) étant agencé pour être porté par une autre articulation sphérique (26) articulée en plus dans un levier coudé (27) monté de façon à pouvoir pivoter autour d'un arbre (29) qui est monté de façon à pouvoir pivoter dans un palier relié sensiblement rigidement au côté frontal (1, 2) et qui est transversal et en particulier perpendiculaire au plan du pont de passage (17), et par cela l'autre articulation sphérique (26), vue dans la direction de circulation, peut être pivotée devant ou derrière l'arbre de pivotement (22) de la rampe.
  2. Wagon de chemin de fer suivant la revendication 1, caractérisé en ce que des éléments élastiques (24) sont prévus des deux côtés de la rampe (18, 19).
  3. Wagon de chemin de fer suivant la revendication 1 ou 2, caractérisé en ce qu'au moins une articulation sphérique (25, 26) est remplacée par une articulation à cardan.
  4. Wagon de chemin de fer suivant la revendication 1 ou 2 ou 3, caractérisé en ce que l'arbre (29) autour duquel est monté le levier coudé (27) est monté selon un angle inférieur à 90° par rapport au plan du pont de passage (17), et par cela l'articulation sphérique (26) peut être pivotée à proximité du wagon ou à l'écart du wagon au-dessus de l'arbre de pivotement de la rampe et à l'écart du wagon ou à proximité du wagon en dessous de cet arbre.
  5. Wagon de chemin de fer suivant l'une quelconque des revendications 1 à 4, caractérisé en ce que l'élément élastique (24) est articulé sur le levier coudé (27) entre l'arbre (29) du levier coudé (27) et la rampe (18, 19).
  6. Wagon de chemin de fer suivant l'une quelconque des revendications 1 à 5, caractérisé en ce que des arbres des articulations sphériques (25) à l'extrémité libre de la rampe, dans les positions extrêmes, sont orientés parallèlement à l'arbre (22) de la rampe.
  7. Wagon de chemin de fer suivant l'une quelconque des revendications 1 à 6, caractérisé en ce que la rampe (18, 19) est appliquée par l'intermédiaire d'un soufflet de coulissement (23) sur le pont de passage (17).
  8. Wagon de chemin de fer suivant l'une quelconque des revendications 1 à 7, caractérisé en ce que la rampe (18, 19) peut être chaque fois déplacée dans sa position extrême contre le côté frontal (1, 2) par l'intermédiaire de l'abattant (15, 16) du pont de passage (17).
  9. Wagon de chemin de fer suivant l'une quelconque des revendications 1 à 8, caractérisé en ce que les éléments élastiques (24) sont réalisés sous la forme de ressorts à gaz.
EP91890185A 1990-08-27 1991-08-21 Voiture ferroviaire avec passage d'intercirculation Expired - Lifetime EP0473568B1 (fr)

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 (fr) 1992-03-04
EP0473568B1 true EP0473568B1 (fr) 1995-06-28

Family

ID=3520367

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91890185A Expired - Lifetime EP0473568B1 (fr) 1990-08-27 1991-08-21 Voiture ferroviaire avec passage d'intercirculation

Country Status (6)

Country Link
EP (1) EP0473568B1 (fr)
AT (1) ATE124346T1 (fr)
CZ (1) CZ280393B6 (fr)
DE (1) DE59105841D1 (fr)
HU (1) HUT58247A (fr)
PL (1) PL291495A1 (fr)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1227047B (de) * 1964-01-03 1966-10-20 Maschf Augsburg Nuernberg Ag UEbergangseinrichtung fuer zwei miteinander zu kuppelnde Schienenfahrzeuge
DE3514978A1 (de) * 1985-04-25 1986-10-30 Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter Uebergangsschutz fuer miteinander gekuppelte schienenfahrzeuge sowie verfahren zum einbau
DE9012685U1 (fr) * 1990-09-05 1990-12-13 Wiener Metallwerk Ges.M.B.H., Korneuburg, At

Also Published As

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

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