EP0630794B1 - Übergangseinrichtung - Google Patents

Übergangseinrichtung Download PDF

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Publication number
EP0630794B1
EP0630794B1 EP19940401380 EP94401380A EP0630794B1 EP 0630794 B1 EP0630794 B1 EP 0630794B1 EP 19940401380 EP19940401380 EP 19940401380 EP 94401380 A EP94401380 A EP 94401380A EP 0630794 B1 EP0630794 B1 EP 0630794B1
Authority
EP
European Patent Office
Prior art keywords
semi
cross
vehicle
circular
vehicles
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
EP19940401380
Other languages
English (en)
French (fr)
Other versions
EP0630794A1 (de
Inventor
Patrick Blanchier
Franck Bertrand
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.)
Alstom Transport SA
Original Assignee
GEC Alsthom Transport SA
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 GEC Alsthom Transport SA filed Critical GEC Alsthom Transport SA
Publication of EP0630794A1 publication Critical patent/EP0630794A1/de
Application granted granted Critical
Publication of EP0630794B1 publication Critical patent/EP0630794B1/de
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

Definitions

  • the present invention relates to a connection device between two railway or urban vehicles allowing relative movements of rotation of vertical axis and horizontal axis between vehicles, and defining an interconnection compartment from one vehicle to another, comprising two elements connected by a flexible link, each element being articulated with respect to the adjacent vehicle about a common vertical axis with it.
  • Such a device is intended to ensure the passage of travelers between two contiguous vehicles of a railway train or of a tram or a metro. it must be removable and allow the separation of the two vehicles between which it is arranged. It must also allow the free movement of the vehicles during their movement on the curves (with or without superelevation), during their passage in a section of track in recess and hump, and during the relative movements of a vehicle share ratio to the other, regardless of the loading status of the different vehicles.
  • Document FR-A-2 581 016 of the prior art relates to an intercirculation device formed by two half-caissons and a floor both articulated around a hinge with a common horizontal axis.
  • Each half-box has a pivot with a vertical axis on which an adjacent box is articulated.
  • Another pivot with the same vertical axis connects in the upper part a spar of a half-box and a spar of the adjacent box.
  • Such a device involves a certain superposition of the floor structures and joint cover of a half-box and of the opposite box.
  • Document FR-A-2 610 269 of the prior art relates to an intercirculation device comprising two half-boxes.
  • the articulation between each half-box and the associated box takes place thanks to a ball joint at the top and, at the bottom, thanks to a convex sector at the end of the box sliding inside a concave sector of the end of the half-box.
  • a drawback of the prior art intercirculation devices is that their bulk is important, because they define an intercirculation compartment.
  • Document FR-A-2 450 731 of the prior art relates to an intercirculation device comprising a junction piece, connecting two platforms, fixed on movable sockets of at least three telescopic tubes, one telescopic tube being arranged in the longitudinal central plane and the other two tubes symmetrically with respect to the first.
  • the front parts of the rotating platforms are movably housed vertically on the telescopic tube shafts and are slidably supported longitudinally on the junction piece, and that the flat - rotating forms at floor level are housed in the chassis of the corresponding car body thanks to sliding parts.
  • a first movement between vehicles appears when braking or pulling the vehicle. This travel takes place along the longitudinal axis of the vehicle which is also the axis along which it moves.
  • a second movement appears during the vertical movement of one vehicle with respect to another. This movement takes place along an axis perpendicular to the longitudinal axis of the vehicle.
  • This roll between vehicles is obtained following a rotation around the longitudinal axis of the vehicles.
  • This vehicle rotation is not necessarily identical for each vehicle. This travel is due to the left of the track in the case of a railway vehicle.
  • a fourth deflection appears during the passage of bumps or hollows and is characterized by an alternative movement of the vehicles, called a pitching movement. This pitch between vehicle is obtained following a rotation of the vehicles about their respective transverse axis.
  • a fifth deflection appears during the curve of the vehicles and is characterized by a transverse movement of the vehicles called yaw movement. This movement is obtained following a rotation of the vehicles about a vertical axis to the longitudinal axis of the vehicles.
  • the aim of the plaintiff is therefore to propose an intercirculation device between two vehicles ensuring the travel functions.
  • An advantage of the intercirculation device of the invention is its small size.
  • Another advantage of the intercirculation device of the invention is to allow large amplitude movement movements between vehicles.
  • Another advantage of the intercirculation device of the invention is to ensure the transmission of traction-compression forces by the drawbar.
  • Another advantage of the intercirculation device of the invention is its width substantially equal to the width of the vehicles.
  • An advantage of the intercirculation device of the invention is that it is located at the level of the vehicle floor and that it provides travelers with an easy and safe passage.
  • An advantage of the intercirculation device of the invention is that the transverse beams, and therefore the frames from left to right, are supported on the chassis of car bodies only via a rotation element, namely: one or the other of the slewing rings.
  • a major advantage of the intercirculation device of the invention is that it is capable of operating in S-shaped curves with a first curve of radius of curvature of the order of 30 m followed by a length alignment of around 9.93 m and then a second curve with a radius of curvature of around 40 m. It appears that these operating conditions are far beyond the operating conditions that can be reached by the device of the prior art (page 2, lines 8 and 9 of document FR-A-2 450 731).
  • Another advantage of the intercirculation device of the invention is that the passenger load is taken up directly by the chassis of the boxes by means of slewing rings.
  • the articulation bars take little or no load depending on the embodiment.
  • the intercirculation device between a first 1 and a second 2 rail or urban vehicle comprises a first 4 and a second 5 semi-circular platform, a first 6 and a second 7 slewing ring, a first 10 and a second 11 transverse beam, two articulation bars 12,13 longitudinal and a connection frame 16.
  • the bodies of vehicles 1,2 are connected by at least one drawbar 3.
  • the first semi-circular platform 4 pivots in its horizontal plane.
  • the first platform is articulated, on its longitudinal central axis relative to the vehicle 1 which is associated with it, to the first slewing ring 6 of axis of rotation 6a vertical.
  • the second semi-circular platform 5 also pivots in its horizontal plane.
  • the second platform is articulated, on its longitudinal central axis with respect to the vehicle 2 which is associated with it, to the second orientation ring 7 of axis of rotation 7a vertical.
  • the first 6 and second 7 slewing rings consist, respectively, of an element of generally triangular shape 6b, 7b and of an element of generally rectangular shape 6c, 7c cooperating so as to allow the rotation of the vehicles.
  • the generally triangular elements 6b, 7b are integral with one of the transverse beams 10,11.
  • the generally rectangular elements 6c, 7c are integral with one of the floors 8, 9 of the vehicle bodies.
  • the semi-circular part 4a or 5a of each platform 4.5 cooperate with a semi-circular part 8a, 9a produced in each floor 8.9 of the bodies of the vehicles 1.2 so as to pivot one relative to the other.
  • the first transverse beam 10 is integral with the opposite end to the semi-circular part 4a of said first semi-circular platform 4.
  • the second transverse beam 11 is integral with the end opposite to the semi-circular part 5a of said second semi-circular platform 5.
  • the articulation bars 12, 13 are arranged head to tail.
  • One of the ends of each articulation bar is articulated in a bearing 14a, 14b fixed, respectively, to the first 10 and to the second 11 transverse beam.
  • the other end of each articulation bar is slidably mounted in an articulated support 15a, 15b fixed, respectively, to the second 11 and to the first 10 transverse beam.
  • connection frame 16 consists of two half-frames 17,18.
  • the transverse base 16a of the connection frame 16 rests on each articulation bar 12, 13 by means of friction pad 16b.
  • the pivoting of the intercirculation device with respect to the bodies of vehicles takes place around the vertical axes of rotation 6a, 7a of the orientation rings 6,7.
  • An essential advantage of the slewing rings of the intercirculation device according to the invention is that it does not require an element of rotation in the upper part of the vehicle bodies.
  • the two half-frames 17, 18 define a vertical decoupling plane.
  • the two half-frames are centered relative to each other so as to lock to form the connection frame 16.
  • FIGS. 1 and 2 also show connection panels 19, 20 coupled by connection junctions 21, 22 with bellows connected to the connection frame 16.
  • the connection panels 19, 20 are integral with vertical left frames 10a or right 11a, of which the first 10 and second 11 transverse beams constitute the respective bases.
  • the transverse beams 10.11 are fixed to the orientation rings 6.7.
  • the frames receive an interior covering.
  • the covering of the intercirculation device consists of the covering of the connecting panels 19,20, the floors 4,5 and the ceilings 27,28.
  • the edges of the covering of the connection panels 19, 20 are connected to the edges of the covering of vehicle bodies by movable flaps 23, 24 articulated on the connection panels.
  • a gangway made up of two sets 29.30 of five rectangular sheets of metal sheets, is hinged in the transverse direction. One end of each set is articulated on one or the other of the transverse beams, the other ends being movable, for one of the sets, on the base of the connection frame, for the other set, on the movable end of the plates from the previous game.
  • connection frame 16 is held in the middle vertical position by three balancing systems with connecting rods.
  • a first 31a-c and a second 32a-c balancing system is located laterally under the connection frame 16 and a third balancing system 33a-c is located in the upper part of the connection frame, in the longitudinal axis.
  • Each balancing system comprises a first connecting rod 31a, 32a, 33a mounted articulated on the connection frame and a second 31b, 32b, 33b and a third 33a, 33b, 33c rod-end connecting rod.
  • the covering panels are connected by a single bellows connection junction.
  • connection frame consisting of two half-frames does not exist.
  • a significant advantage of this embodiment is that the articulation bars do not take over the load of the travelers.
  • Figure 3 is a sectional view of a hinge bar 12 according to the invention.
  • Figures 4, 5 and 6 are sectional views, respectively, of the first chappe 34 and its nut 35 and the second chappe 37 arranged at the end of the articulation bars.
  • the embodiment shown corresponds to the embodiment using a single bellows connection junction and therefore does not use a connection frame.
  • articulation bars allow movement along the longitudinal axis of the vehicle, vertical movement of one car relative to the other and movement following rotation around the longitudinal axis.
  • the two articulation bars are arranged in opposition. One end of each of the articulation bars is articulated by means of a first clevis 37 and an axis of rotation 38 under the platform 4, the other end is guided using a fixed nut 35 in a second chappe 34 under the other platform 5.
  • a central gateway 36 is supported on one of the platforms and is articulated on the other.
  • the articulation bars receive no load. Therefore, the articulation bars do not have the function of positioning the gangway in the middle position.
  • connection frame rests on the two articulation bars.
  • the articulation bars do not need to position the connection frame in the middle position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Claims (2)

  1. Verbindungsvorrichtung zwischen einem ersten Schienenfahrzeug (1) und einem zweiten Schienenfahrzeug (2), deren Chassis über mindestens eine Kupplungsstange (3) verbunden sind,
    - mit einer ersten halbkreisförmigen Plattform (4), die gelenkig um eine bezüglich des ihr zugeordneten Fahrzeugs (1) längsgerichtete zentrale Achse an einen ersten Orientierungskranz (6) mit senkrechter Drehachse (6a) gekoppelt ist,
    - mit einer zweiten halbkreisförmigen Plattform (5), die gelenkig um eine bezüglich des ihr zugeordneten Fahrzeugs (2) längsgerichtete zentrale Achse an einen zweiten Orientierungskranz (7) mit senkrechter Drehachse (7a) gekoppelt ist,
    wobei der halbkreisförmige Bereich (4a, 5a) jeder Plattform (4, 5) mit einem halbkreisförmigen Bereich (8a, 9a) in jedem Boden (8, 9) der Fahrzeugchassis (1, 2) so zusammenwirkt, daß sie gegeneinander schwenken,
    - mit einem ersten Querbalken (10), der mit dem vom halbkreisförmigen Bereich (4a) entfernten Ende der ersten halbkreisförmigen Plattform (4) fest verbunden ist,
    - mit einem zweiten Querbalken (11), der mit dem vom halbkreisförmigen Bereich (5a) entfernten Ende der zweiten halbkreisförmigen Plattform (5) fest verbunden ist,
    - und mit mindestens einer Längs-Gelenkstange (12, 13), die mit einem Ende am ersten Querbalken (10) und mit dem anderen Ende am zweiten Querbalken (11) angelenkt ist,
    wobei die Gelenkstangen (12, 13) um 180° gegeneinander gedreht sind und eine der Gelenkstangen in einem am ersten oder zweiten Querbalken (10, 11) befestigten Lager (14a, 14b) gelenkig befestigt ist, während das andere Ende in einem gelenkigen Träger (15a, 15b) gleitend montiert ist, der am zweiten bzw. ersten Querbalken (11, 10) befestigt ist.
  2. Übergangsvorrichtung nach Anspruch 1 mit einem Verbindungsrahmen (16) bestehend aus zwei Halbrahmen (17, 18), deren querliegende Basis (16a) sich auf jeder Gelenkstange (12, 13) abstützt.
EP19940401380 1993-06-22 1994-06-20 Übergangseinrichtung Expired - Lifetime EP0630794B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9307542 1993-06-22
FR9307542A FR2706839B1 (de) 1993-06-22 1993-06-22

Publications (2)

Publication Number Publication Date
EP0630794A1 EP0630794A1 (de) 1994-12-28
EP0630794B1 true EP0630794B1 (de) 1997-03-26

Family

ID=9448405

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19940401380 Expired - Lifetime EP0630794B1 (de) 1993-06-22 1994-06-20 Übergangseinrichtung

Country Status (3)

Country Link
EP (1) EP0630794B1 (de)
DE (1) DE69402257T2 (de)
FR (1) FR2706839B1 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE502008001578D1 (de) * 2008-01-01 2010-12-02 Huebner Gmbh Brücke eines Übergangs zwischen zwei gelenkig miteinander verbundenen Fahrzeugen
DE102015225081A1 (de) * 2015-12-14 2017-06-14 Bombardier Transportation Gmbh Verfahren zur optimierten Anordnung von Sitzflächen zur kapazitätsneutralen Komfortverbesserung für Passagiere in Fahrzeugen mit Gelenkbereichen und Fahrzeug mit einem Gelenkbereich und einer optimierten Anordnung von Sitzflächen

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB372972A (en) * 1931-06-09 1932-05-19 George Spencer Moulton & Co Improvements in and relating to railway vehicles
CH627981A5 (de) * 1977-12-09 1982-02-15 Sig Schweiz Industrieges Uebergangseinrichtung zwischen zwei gekuppelten fahrzeugen, insbesondere eisenbahnfahrzeugen.
DE2908354C2 (de) * 1979-03-03 1982-06-16 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Übergangseinrichtung für ein Nahverkehrsfahrzeug, insbesondere Schienenfahrzeug
DE3427613A1 (de) * 1984-07-26 1986-02-06 Sig Schweizerische Industrie-Gesellschaft, Neuhausen Am Rheinfall Allseitig geschlossene uebergangseinrichtung zwischen zwei gekuppelten fahrzeugen oder fahrzeugteilen
FR2573714B1 (fr) * 1984-11-23 1989-05-19 Faiveley Ets Couloir d'intercirculation entre deux voitures de transport en commun

Also Published As

Publication number Publication date
EP0630794A1 (de) 1994-12-28
FR2706839A1 (de) 1994-12-30
DE69402257T2 (de) 1997-07-10
FR2706839B1 (de) 1995-07-21
DE69402257D1 (de) 1997-04-30

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