EP0493818A1 - Passerelle d'intercommunication pour des véhicules ferroviaires - Google Patents

Passerelle d'intercommunication pour des véhicules ferroviaires Download PDF

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Publication number
EP0493818A1
EP0493818A1 EP91122317A EP91122317A EP0493818A1 EP 0493818 A1 EP0493818 A1 EP 0493818A1 EP 91122317 A EP91122317 A EP 91122317A EP 91122317 A EP91122317 A EP 91122317A EP 0493818 A1 EP0493818 A1 EP 0493818A1
Authority
EP
European Patent Office
Prior art keywords
bridge
bridge plate
plate
frame
transition
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.)
Granted
Application number
EP91122317A
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German (de)
English (en)
Other versions
EP0493818B1 (fr
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.)
Huebner Gummi und Kunststoff GmbH
Original Assignee
Huebner Gummi und Kunststoff GmbH
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Publication date
Application filed by Huebner Gummi und Kunststoff GmbH filed Critical Huebner Gummi und Kunststoff GmbH
Publication of EP0493818A1 publication Critical patent/EP0493818A1/fr
Application granted granted Critical
Publication of EP0493818B1 publication Critical patent/EP0493818B1/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
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows

Definitions

  • the present invention relates to a transition bridge for rail vehicles according to the preamble of claim 1.
  • a transition bridge with the generic features 1.1 to 1.5 of claim 1 is known from US Pat. No. 4,942,825.
  • the bridge plate which covers the free space enclosed by the fork-shaped bridge frame, is the only bridge plate of the transition bridge. It lies essentially loosely on the frame.
  • the bridge plate of the well-known transition bridge is sealed all around to the fork-shaped frame; and due to the necessary and basically also acceptable relative movements between the bridge plate and the fork-shaped bridge frame, the seal is at risk of wear. If the track is in poor condition, there is also the risk that the bridge plate would impermissibly rise upwards in relation to pressure surges from the outside relative to the bridge frame, and this danger would have to be countered by a special mechanism.
  • the seal between the fork-shaped bridge frame and the lower of the two bridge plates, which is closer to the bridge frame, is firmly clamped in the operating state, it is not stressed by alternating loads occurring during carriage travel and is therefore practically not at risk of wear, and therefore has a relatively high life expectancy.
  • a transition device with a transition bridge according to the invention can thus be sealed against external influences over a long period of operation, be it weather, noise or pressure waves.
  • the transition device with a transition bridge is assigned to the end face of a railway carriage 1, in which there is a passage opening which can be closed by a door.
  • a bellows 2 is attached to the front of the car by means of a rear or inner end or connecting frame 36, which bellows forms an all-round closed tube with a horizontal bottom, horizontal roof and vertical side walls.
  • the bellows is designed in the usual way, in that a rubberized fabric is placed in folds which run upwards into the tunnel roof from the lower end of one side wall of the tunnel in this side wall, run in the tunnel roof to the upper end of the other side wall and enter there to run in this side wall again to the lower end and finally as a floor under the transition bridge to the starting point to go back.
  • the relatively short bellows is connected at its front end to a rigid tunnel-shaped front or outer end frame 3 which has a horizontal roof and two vertical side walls.
  • the rigid tunnel section formed by the outer end frame 3 consists of the two side walls and the tunnel roof and these parts are rigidly and angularly rigidly connected to one another.
  • the front end frame 3 is provided with a relatively wide, outwardly directed collar 4, which is provided on the outside with an abrasion-resistant covering 4b.
  • the front end frame 3 is suspended at the front end directly on the end face of the aforementioned rail car.
  • coil springs 4a are distributed over the length of the collar 4 in the region of the side walls and the roof, one end of which is attached to the rear of the collar 4 and the other end of which is attached to the end face of the railroad car 1 by means of a connecting frame 4c, so that its flexibility in their longitudinal direction allows the adjustment movements of the front end frame 3 with a corresponding deformation of the bellows 2 according to the play in the vehicle coupling 100 and their rigidity perpendicular to their longitudinal axes keeps the tunnel section in the desired position above the rail.
  • the tunnel-shaped part of the transition protection formed by the front end frame 3, the other part of which forms a closed tube, the bellows 2 and the other part of which is the rear end frame 36, is supplemented at the lower end to form a closed tube by the front part of a transition bridge 5, which protrudes with its rear end into the tubular part of the transition protection formed by the bellows 2.
  • This transition bridge has one fork-shaped bridge frame 6, which consists essentially of two lateral side members 6a and a rear (car-side) cross member 6b, which rigidly connects the two side members at their rear ends. In the region of their front ends, the longitudinal beams 6a are firmly connected to the lower ends of the side walls of the front end frame 3.
  • a bridge plate construction 8, 9 according to the invention is assigned to this bridge frame 6 in joints 7 at the rear end so as to be vertically pivotable.
  • the bridge plate construction 8, 9 lies directly in front of the front wall of the car and lies against it, the through opening being closed by the door. It is important that regardless of the position of the rigid tunnel section or the front end frame 3 to the front of the railroad car 1 when the bridge plate construction 8.9 is folded up, the space between the longitudinal beams 6a and the crossbeam 6b is accessible to a coupler, so that the coupler in can operate this so-called "Bern area" and vehicle coupling 100 located between the buffers 101 in order to couple or separate the rail vehicle under consideration from another vehicle.
  • the door can be opened manually and closed manually or automatically, the bellows 2 is approximately half extended, so that the rigid tunnel section 3 is in its front end position, and the bridge plate construction 8.9 of the bridge folded into its horizontal position, it rests laterally on the side members 6a.
  • the transition bridge rests on a rigid, rigidly fixed to the carriage front or the carriage base 10.
  • the carriage plate 10 ends with its front end approximately in the area in which the connection between the bellows 2 and end wall of the car body 1 is when the transition device is in its normal operating position.
  • the bridge frame 6 Since the bridge frame 6 is firmly connected to the side walls of the tunnel section 3 in the area of the side longitudinal members 6a, the bridge frame 6 is suspended in the front area as part of the tunnel section 3 via the aforementioned coil springs 4a on the front side of the railroad car, while this bridge frame is suspended on its rear End, that is, in the region of the cross member 6b on the railway carriage (wagon plate 10) is supported.
  • the longitudinal beams 6a run inside the bellows 2 laterally from the carriage plate 10 of the end wall of the carriage or the undercarriage and are connected above the carriage plate 10 at their rear ends to the cross member 6b of the floor frame.
  • the support of the bridge frame 6 on the carriage plate 10 for relieving the coil springs 4a is slidable, for which purpose a roller 30 is mounted on the cross member 6b at a predetermined distance from each outer end of the rear cross member 6b between two console plates 60 of this cross member, both of which Rollers are rotatable about a common axis of rotation running parallel to the cross member 6b.
  • correspondingly acting sliders can be more expedient because of the necessary transverse displacements between the bridge with the bridge frame 6 and the bridge plate construction 8.9 on the one hand and the carriage plate 10 on the other hand when the carriage is offset laterally.
  • the bridge plate construction 8.9 is now, in deviation from the previously known construction according to US Pat. No. 4,942,825, to which express reference is made in connection with the present invention and for its understanding, not a one-piece sheet metal which is designed to be thick and plate-shaped in accordance with the desired flexural rigidity and optionally stiffened by a skeleton and on the underside of which the pocket 31 is attached.
  • two bridge plates 8 and 9 form the essential parts of the bridge plate construction.
  • the lower, closer to the bridge frame 6 of the two bridge plates, that is to say the bridge plate 8 is pivotably mounted up and down on the pins of the joints 7 pointing horizontally in the transverse direction of the vehicle and can be locked in the lower, horizontal end position with respect to the bridge frame 6.
  • bridge plate 8 If the bridge plate 8 is pivoted into its horizontal operating position, it rests on flanges 6d of the bridge frame side members 6a, which are fastened to the inside of the side members 6a and at such a distance from the upper sides of the side members 6d that these top sides and the upper bridge plate 9 lie in a common horizontal plane above the rail when the bridge plate construction 8, 9 is pivoted in its horizontal operating position (FIG. 6).
  • a gap is provided between each of the mutually facing inner sides of the bridge frame longitudinal members 6a designed as a hollow box girder and thus the side walls of the tunnel section 3 on the one hand and the side edges of the lower bridge plate 8, and when folded down into the operating position and locked in this position with respect to the bridge frame 6 lower bridge plate 8, each of these gaps is filled sealingly by a rubber strip 35, which is preferably an inflatable extruded hollow profile, in order to pivot the lower bridge plate 8 not to be damaged in the vented state by the action of frictional forces, in the operating position of the lower bridge plate 8 and in the inflated state to provide a good and reliable sealing effect.
  • the extruded profile 35 can be inflated with a hydraulic, but preferably with a pneumatic pressure medium.
  • the valve control is not shown as known per se.
  • the two lateral sections of the extruded profile 35 are parts of the extruded profile fastened to the lower bridge plate 8 with a solid rubber foot and a hollow part attached to the foot. It is attached in the area of the bridge plate side edges with the foot in rails of the lower bridge plate 8, changes in the area of the rear end of the lower bridge plate 8 in the area of the angled plate 32, on its and the bridge plate 8 underside (broken line 35 ') to in the operating position of the lower bridge plate 8 to lie between the underside of the angle plate 32 and the top of a strip 37 which connects the side beams 6a of the bridge frame 6 to one another below the carriage plate 9.
  • FIG. 1 schematically shows that the bellows 2 is connected in a suitable manner to the rigid tunnel section 3 in the region of the front ends of the bellows side walls and the bellows roof.
  • the bellows base is fastened at the front end to a side bar 37a of the bar 37 mentioned (FIG. 3).
  • the bellows is attached all around to a connecting frame 36, which in turn is assigned to the end face of the car, which in turn is also shown schematically in FIG. 1.
  • the upper bridge plate 9 Aligned axially with the lower bridge plate 8, which is closer to the bridge frame 6, the upper bridge plate 9 is now vertically pivoted on the transverse pin of the bearings 7. In the lower, horizontal end position, the upper bridge plate 9 is as close as possible to the lower bridge plate 8 or the upper bridge plate 9 lies loosely on the bridge plate 8, which is also folded down into its horizontal end position (9 'in FIG. 4a). From this end position, the upper bridge plate 9 can be moved upwards or swiveled upwards independently of the lower bridge plate and, of course, can be swiveled back into its lower, horizontal end position.
  • the upper bridge plate 9 and the lower bridge plate 8 are coupled to one another in such a way that when an upward force is exerted on the horizontal lower bridge plate 8, the upper bridge plate 9 is entrained from the start, while an upward force acting on the horizontal upper bridge plate 9 initially only causes the upper bridge plate 9 to pivot and only at the end of a chosen freewheel path does the upper bridge plate 9 take the lower bridge plate 8 with it.
  • springs 40 are arranged between the upper and lower bridge plate, the spring travel of which is exhausted in order to pivot the upper bridge plate 9 upwards alone and to initially leave the lower bridge plate 8 in its horizontal end position, but these coupling elements after the spring play has been exhausted are which take the lower bridge plate 8 with them when the upper bridge plate 9 is pivoted further upwards. 4a, such springs 40 are shown schematically.
  • the upper bridge plate 9 In the middle of the upper bridge plate 9 is provided at the outer end with a spring-loaded and adjustable lock 31 in the longitudinal direction.
  • the bolt 31 of this lock can penetrate in the horizontal end position of the upper bridge plate 9 into a pocket 32 which is assigned to the upper bridge plate of a same transition bridge of the second of the two coupled vehicles, which can be assigned to a corresponding, but not identical transition bridge of the second of the two coupled vehicles or which, with a corresponding length of the transition bridge according to the invention discussed, can be assigned directly to the end face of the second of the two coupled vehicles.
  • Pocket 32 and latch 31 of the same vehicle end face or transition bridge are located near the vertical median longitudinal plane of the vehicle symmetrically to this median longitudinal plane.
  • the sealing plate 33 is assigned a sealing surface 33 in front of the latter, below the front edge of the horizontal plate 9. So that the "Bernese area" is not impaired by the sealing surface 33 when the bridge plate 9 is folded up but the bridge plate 8 is still folded down, this is fastened to a bracket 34 which is pivotably mounted on the bridge plate 8 about transverse pins 35. In the operating position of the bridge plate 8 and the sealing surface 33, the bracket 34 is in an end position in which the sealing surface 33 is vertical. In the inoperative position, the bracket 34 is pivoted relative to the bridge plate construction, that the sealing surface 33 is in a horizontal position below the lower bridge plate 8, as is characterized in Fig. 4a by the dash-dotted line 33 '.
  • sealing surface 33 and the upper bridge plate 9 can be pivoted depending on the function and for this purpose can be coupled to one another by a linkage 36, which is on the one hand on the bracket 34 and on the other hand on the upper bridge plate 9 is articulated.
  • the locking of the lower bridge plate 8 with respect to the bridge frame 6 can serve spring-loaded, transversely movable latches 37, which are provided with a lower inclined surface 38, so that when the lower bridge plate 8 is pivoted downwards about the joints 7, they independently under the supports 6d of the bridge frame side members 6a snap and the lower bridge plate 8 with strips 39 and the bolts 37 lie on both sides of the supports 6d of the bridge frame 6 (Fig. 5). If the lower bridge plate 8 is to be pivoted upward, the bolts 37 must be withdrawn counter to the spring action.
  • a pivotable toggle or cam arrangement 40 can be provided, which increases or decreases the distance between the two bolts 37 of a pair of bolts.
  • the invention relates to a transition bridge which is to be assigned as part of a transition device to the end face of a railroad car.
  • a fork-shaped frame is longitudinally displaceable in the area of its rear crossmember, preferably by means of rollers, on a floor panel of the railroad car, while it is suspended in the area of the front, free ends of the side beams by means on the front wall of the car which support the bridge frame and at the same time on it Apply outward biasing force.
  • a bridge plate construction is pivotally mounted thereon about a transverse axis.
  • a lower bridge plate 8 rests on the bridge frame and is locked against it, a seal being located between the bridge frame and the lower bridge plate.
  • an upper bridge plate lies loosely, which has centering means with which the upper bridge plate is guided relative to a second railway carriage, which is coupled to the former railway carriage, which preferably has an at least similar transition device.
  • the lower bridge plate is assigned an end seal to the second railroad car, which is pivoted under the lower bridge plate when the upper bridge plate is pivoted upwards in front of the front of the car.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vehicle Body Suspensions (AREA)
EP91122317A 1990-12-29 1991-12-27 Passerelle d'intercommunication pour des véhicules ferroviaires Expired - Lifetime EP0493818B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4042181 1990-12-29
DE4042181A DE4042181A1 (de) 1990-12-29 1990-12-29 Uebergangsbruecke fuer schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP0493818A1 true EP0493818A1 (fr) 1992-07-08
EP0493818B1 EP0493818B1 (fr) 1994-10-05

Family

ID=6421657

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91122317A Expired - Lifetime EP0493818B1 (fr) 1990-12-29 1991-12-27 Passerelle d'intercommunication pour des véhicules ferroviaires

Country Status (4)

Country Link
EP (1) EP0493818B1 (fr)
AT (1) ATE112527T1 (fr)
DE (2) DE4042181A1 (fr)
ES (1) ES2062655T3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0669243A1 (fr) * 1994-02-25 1995-08-30 HÜBNER Gummi- und Kunststoff GmbH Eléments d'une passerelle d'intercommunication mobile en diagonale entre deux véhicules
WO1998000327A1 (fr) * 1996-07-01 1998-01-08 Hübner Gummi- Und Kunststoff Gmbh Passage entre deux vehicules relies de maniere articulee, par ex. des voitures voyageurs ou des wagons de metro

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115179982B (zh) * 2022-07-05 2024-05-10 常州今创风挡系统有限公司 轨道客车的贯通道电控连挂、解编装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH424852A (de) * 1963-11-12 1966-11-30 Simmering Graz Pauker Ag Ubergangsbrücke für Schienenfahrzeuge
FR2444598A1 (fr) * 1978-12-22 1980-07-18 Messerschmitt Boelkow Blohm Dispositif d'intercommunication, en particulier pour vehicules ferroviaires
EP0330742A2 (fr) * 1988-03-04 1989-09-06 HÜBNER Gummi- und Kunststoff GmbH Dispositif d'intercirculation pour véhicules ferroviaires

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH424852A (de) * 1963-11-12 1966-11-30 Simmering Graz Pauker Ag Ubergangsbrücke für Schienenfahrzeuge
FR2444598A1 (fr) * 1978-12-22 1980-07-18 Messerschmitt Boelkow Blohm Dispositif d'intercommunication, en particulier pour vehicules ferroviaires
EP0330742A2 (fr) * 1988-03-04 1989-09-06 HÜBNER Gummi- und Kunststoff GmbH Dispositif d'intercirculation pour véhicules ferroviaires

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0669243A1 (fr) * 1994-02-25 1995-08-30 HÜBNER Gummi- und Kunststoff GmbH Eléments d'une passerelle d'intercommunication mobile en diagonale entre deux véhicules
US5471935A (en) * 1994-02-25 1995-12-05 Huebner Gummi- Und Kunststoff- Gmbh Linking platform
WO1998000327A1 (fr) * 1996-07-01 1998-01-08 Hübner Gummi- Und Kunststoff Gmbh Passage entre deux vehicules relies de maniere articulee, par ex. des voitures voyageurs ou des wagons de metro
CN1076293C (zh) * 1996-07-01 2001-12-19 许布纳橡胶塑料有限公司 两个互相铰接在一起的车辆例如客车或地下铁道车辆之间的过道

Also Published As

Publication number Publication date
ES2062655T3 (es) 1994-12-16
EP0493818B1 (fr) 1994-10-05
DE59103173D1 (de) 1994-11-10
DE4042181A1 (de) 1992-07-02
ATE112527T1 (de) 1994-10-15

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