EP0811539B1 - Stirnseite einer elektrischen Eisenbahn-Lokomotive mit einer einziehbaren Tür für den Zugang zur automatischen Kupplung - Google Patents

Stirnseite einer elektrischen Eisenbahn-Lokomotive mit einer einziehbaren Tür für den Zugang zur automatischen Kupplung Download PDF

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Publication number
EP0811539B1
EP0811539B1 EP19960830599 EP96830599A EP0811539B1 EP 0811539 B1 EP0811539 B1 EP 0811539B1 EP 19960830599 EP19960830599 EP 19960830599 EP 96830599 A EP96830599 A EP 96830599A EP 0811539 B1 EP0811539 B1 EP 0811539B1
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EP
European Patent Office
Prior art keywords
door
structure according
integral
fixed part
driven shaft
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
EP19960830599
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English (en)
French (fr)
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EP0811539A3 (de
EP0811539A2 (de
Inventor
Giampaolo Agresti
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.)
Ansaldobreda SpA
Original Assignee
Breda Costruzioni Ferroviarie SPA
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Publication of EP0811539A2 publication Critical patent/EP0811539A2/de
Publication of EP0811539A3 publication Critical patent/EP0811539A3/de
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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
    • B61D17/06—End walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles
    • B61D19/003—Door arrangements specially adapted for rail vehicles characterised by the movements of the door
    • B61D19/004—Door arrangements specially adapted for rail vehicles characterised by the movements of the door swinging

Definitions

  • the present invention relates to a front structure of a railway electric locomotive with a retractable door for the access to the automatic coupler.
  • Such a front structure is known for example from document DE-A1-4 300 393.
  • the automatic coupling device located in the front side of modern railway locomotives must be housed inside the front structure on account of aerodynamic and aesthetic reasons.
  • All the known systems provide the presence of a front door with single or double mobile panels which is opened when the access to the automatic coupler is required.
  • the door or its mobile panels keep on being opened and protruding, even during running.
  • it is impossible to make doors which also allow both the lodging of and the access to the buffers, and alternative technical solutions to carry out the same function must be designed.
  • the presence of front doors very often breaks off the aesthetic continuity of the front structure of the locomotive and causes undesired limitations to its configuration.
  • a particular object of the present invention is to provide a new front structure of a locomotive of the type described above comprising a door suitable to be kept in a opened and a closed position, and equipped with a displacement device for guiding its movement from one position to the other using the manual action of an operator.
  • Another object of the present invention is to provide a front structure of a locomotive of the type described above in which the opening and the closing manouvres of the door can be carried out without requiring excessive manual effort and without involving dangerous situations for the operator.
  • a further object of the present invention is to provide a front structure of a locomotive of the type described above in which the displacement device is suitable to withstand mechanical and aerodynamic loads caused by train motion both with closed door as well as open door.
  • the front structure for locomotives whose characteristic consists in that it comprises a movable door pivotally connected to said structure and translatable within said structure so that it can be arranged in a closed position and in a open position angularly spaced of about 90° with respect to said closed position and retracted inside said structure.
  • a door displacement unit is provided for transmitting to the door a substantially translational motion inside the structure along the longitudinal axis of the locomotive, whereas the rotatory motion of the door is manually performed by the operator against the resistance of elastic means which tend to keep the door in the closed position.
  • the door is hingedly suspended from the fixed part of the structure and is slidingly mounted, along the edges of the front opening, to achieve its axial translational motion.
  • FIG. 1 there has been indicated at 1 an outline of the fixed front part of a railway locomotive on which an opening la is formed, and at 2 a movable front part, thereof hereinafter called "nose".
  • the movable front part or nose 2 has such a shape that it can be accomodated without discontinuity within opening la and is pivotally connected at 3, to a floating frame 4 hinged at 5 to an anchor plate 6 integral with fixed front part 1 of the locomotive.
  • An arm 7, integral with nose 2 is connected to plate 6 by elastic means 8 urging against arm 7.
  • a nose displacement unit is provided, generally indicated at 9, fixed to the body of buffers 10, which are mounted on the end sill (not shown) of the locomotive.
  • the displacement unit 9 is connected to the floating frame 4 by connecting rod means 11.
  • floating frame 4 has light metal box-shaped construction and comprises an extruded tubular cross bar 12 with square section and side-arms 13 and 14 which extend upwardly and respectively downwardly from the two ends of the cross bar 12.
  • the upper side-arms 13, which lean forward with respect to the alignment axis with the lower side-arms 14, are connected by means of pivots 5 to the respective plates 6, which are fitted in the composite material of the front of the locomotive, whereas the lower side-arms 14 are connected to plates 15 which are fixed to the sides of nose 2 by means of pivots 3.
  • From plates 15 arms 7 extend in a substantially axial direction, which are connected to the respective plates 6 by means of elastic means 8, made up in particular by air springs.
  • the displacement unit 9 comprises two crank mechanisms 9a and 9b located near the sides of the front part 1 and fixed connected to buffers 10 by means of supports 16 integral with them.
  • Crank mechanisms 9a, b are connected to each other by means of a driven shaft 17, extending crosswise with respect to the locomotive, in order to assure the synchronism of their movements.
  • Shaft 17 is oversized to such an extent as to have both high stiffness as well as reduced weight.
  • a drive shaft 18 extends parallel to driven shaft 17 and comprises a tubular central part 18a and two end parts 18b made out from a solid bar, which engage with support 16 and on which gear wheels 21 of a chain transmission 20 are keyed.
  • Chain 20 engages with a second gear wheel 22, keyed on a small actuating shaft 23.
  • From the ends of driven shaft 17 two radial plates extend which act as rotating arms 19 for drive shaft 18 with respect to the fixed part.
  • Small actuating shaft 23 is mounted on a support 24 integral with buffers 10. At the ends of tubular part 18a of drive shaft 18 flanges are provided each of them bearing protrusions 27 within which a corresponding radial tooth 28 extending from driven shaft 17 is engaged. This connection between drive shaft 18 and driven shaft 17 assures the transmission of the rotation between the two shafts and a certain clearance (in particular about 30°) between them, whose function will be explained hereinafter.
  • a chain transmission 20 and a respective small actuating shaft 23 are provided for each end of drive shaft 18 .
  • a small opening 25 is provided on both sides of the locomotive so that a drive key 26 can be inserted by the operator.
  • Such key presents a reference tooth 26a, in correspondance to a notch, not shown, formed on a matching jig 25a before the fixed small opening 25, so that key 26 can neither be inserted nor extracted unless nose 2 is wholly closed or wholly open.
  • Arms 29 extend radially and rigidly close to the ends of driven shaft 17, and connecting rod means 11 engage on such arms.
  • Each arm 29 comprises, as shown in figure 6, a pair of plates welded to driven shaft 17 and an articulated joint 30 for the respective connecting rod is provided at the end thereof.
  • Each connecting rod 11 is connected, with the other end, to lower side-arms 14 of floating frame 4 by means of a joint 31 and comprises a strut 32 with a C-shaped lenght 32a to avoid interference with drive shaft 18 during the motion of the connecting rod, and a coil-spring mechanism 33 which assures the extensibility of the strut itself. In such a way it is possible to face small assembling defects which would otherwise cause damages.
  • driven shaft 17 moves from a position situated over drive shaft 18 and illustrated full-line in figure 5 towards the position, substantially overturned, illustrated in dotted line and indicated at 17a in the same figure.
  • the angular displacement of the shaft 17 is equivalent to 190° to be at least 5° beyond the dead centers at the ends of the displacement, assuring this way the irreversibility of the motion.
  • a cam-roll mechanism is provided (see figure 5) comprising a disk 34 integral with drive shaft 18 with two notches 35 along its edge which are spaced along the circumference of 190°. Inside the notches 35 a small roll 36 is engaged which is supported by a small arm 37 extending from support 16 and elastically abuting on the edge of disk 34.
  • the slide guide is formed by a pair of slides 41 (only one shown in the figures) integral with nose 2 and spaced from one another which are slidingly engaged with the edge of opening la where internally protruding dowels 42 are provided which engage, in turn, with seats 43 formed on slides 41.
  • nose 2 is in a backwards position with respect to the fixed part and it is possible for the operator to introduce his hand to push the nose downwardly to overcome the reaction of air springs 8 which tend to keep nose 2 up.
  • the sizing of air springs 8 is such that they balance the weight of nose 2 with slight margin whereby the rotation is mildly hindered.
  • a locking device which comprises a pair of pins 38 integral with nose 2 extending in mutual alignment toward the inside of the nose, and a cam 39 integral with small actuating shaft 23 to which pins 38 engage at the end of the rotation of 90° of nose 2 inside front part 1 of the locomotive.
  • pins 38 abut against cam 39 which is rotated backwards.
  • the closing also occurs in two steps. From the operator point of view such closing requires only the rotation of the key, since the rotation of nose 2 is driven by air springs 8. In fact, the first part of the rotation of the key makes cam 39 rotate backwards, thus releasing the pivots 38 of nose 2. This one therefore goes upwards while rotating around joints 3 because of the action of air springs 8, until slides 41 abuts against the edge of opening la. Keeping the key on rotation displacement unit 9 is actuated, and as a consequence of an angular displacement of the driven shaft 17 of about 190°, connecting rod 11 is translated as well as floating frame 4 connected therewith, thereby nose 2 is pushed forward.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Closing And Opening Devices For Wings, And Checks For Wings (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Lock And Its Accessories (AREA)

Claims (12)

  1. Stirnseitige Baugruppe einer Lokomotive mit einem ortsfesten Teil (1), in dem eine Öffnung (1a) ausgebildet ist und in der Kennzeichnung dadurch, daß eine bewegliche Tür (2) in schwenkbarer und translatorisch verschiebbarer Zuordnung zu dem ortsfesten Teil vorgesehen ist, sodaß sie rückwärts in das ortsfeste Teil (1) hinein verschiebbar ist und zum Verschließen der Öffnung in eine Schließstellung sowie zum Freigeben der Öffnung in eine Öffnungsstellung zu bringen ist und hierzu die Tür um etwa 90° relativ zur Schließstellung schwenkbar ist..
  2. Baugruppe nach Anspruch 1, bei der die Tür (2) vom Rand der Öffnung (1a) umschlossen und mit Betätigungsmitteln (9) verbunden ist, die dem ortsfesten Teil (1) zugeordnet und geeignet sind, eine axial gerichtete zugeordnet und geeignet sind, eine axial gerichtete translatorische Bewegung zum Verstellen der beweglichen Tür (2) aus der Schließstellung heraus in eine rückwärtige Zwischenstellung zu bewirken, wobei elastische Mittel (8) vorgesehen sind, die vom ortsfesten Teil ausgehend verlaufen und exzentrisch Kraft auf die Tür aufbringen, um sie in ihrer rückwärtigen Zwischenstellung festzulegen.
  3. Baugruppe nach den vorstehenden Ansprüchen, bei der die Tür (2) schwenkbar hängend einem Rahmen (4) zugeordnet ist, wobei die elastischen Mittel (8) mit einem der Tür (2) zugeordneten Hebelarm verbunden sind und wobei die Betätigungsmittel (9) verbindende Stangenmittel (11) aufweisen, die mit dem Rahmen (4) und mit einem Kurbelmechanismus (9a,b) verbunden sind, der von außerhalb der Baugruppe aus zu betätigen ist.
  4. Baugruppe nach den vorstehenden Ansprüchen, bei der der Kurbelmechanismus (9a,b) eine Antriebswelle (18) aufweist, die in transversaler Weise von dem ortsfesten Teil (1) gehalten ist und von außerhalb der Baugruppe aus zu betätigen ist, und wobei der Kurbelmechanismus ferner eine angetriebene Welle (17) aufweist, die parallel zur Antriebswelle (18) verläuft und dieser zugeordnet ist und mit der die verbindenden Stangenmittel (11) verbunden sind.
  5. Baugruppe nach den vorstehenden Ansprüchen, bei der der Rahmen (4) beiderseits der Baugruppe schwenkbar mit der Tür (2) verbunden ist, wobei die Verbindungstangenmittel (11) ein Paar Verbindungsstangen aufweisen, die an radalien Armen (29) der angetriebenen Welle (17) angelenkt sind.
  6. Baugruppe nach den vorstehenden Ansprüchen, bei der die Antriebswelle (18) mittels Übertragungsmitteln (20,21,22) mit einem von außerhalb der Baugruppe aus beeinfußbaren Stellstössel (23) verbunden ist.
  7. Baugruppe nach Anspruch 6, bei der der Stellstössel (23) eine Verriegelungseinrichtung zum Verriegeln der Tür (2) in der Offenposition nach Schwenken um etwa 90° aufweist, wobei die Verriegelungseinrichtung ein dem Stellstössel (23) zugeordnetes Nockenmittel (39) aufweist sowie ein der Tür zuggeordnetes Zapfenmittel (38), wobei Nockenmittel und Zapfenmittel zusammenwirken, wenn zwischen Antriebswelle (18) und angetriebener Welle (17) eine bestimmte Winkelverstellung erfolgt ist.
  8. Baugruppe nach Anspruch 7, bei der die angetriebene Welle (17) zwei radiale Dreharme (19) aufweist, durch die sie drehbar mit dem ortsfesten Teil (1) verbunden ist, sowie zumindest einen radialen Zahn (28) der mit einer zugeordneten Gabel (27) zusammenwirkt, die radial gerichtet der Antriebswelle (18) zugeordnet ist.
  9. Baugruppe nach den vorstehenden Ansprüchen, bei der die Antriebswelle (18) mit der angetriebenen Welle (17) derart verbunden ist, daß eine Winkelverstellung über mehr als 180° zwischen zwei Wirkstellungen übertragen wird, von denen die eine oberhalb, die andere unterhalb der Antriebswelle (18) sich befindet, wobei in diesen Wirkstellungen Verriegelungsmittel (35,36) der angetriebenen Welle (17) vorgesehen sind.
  10. Baugruppe nach Anspruch 9, bei der die Verriegelunsmittel ein Paar Nasen (35) aufweisen, die in Umfangsrichtung gegeneinander derart versetzt der angetriebenen Welle (17) zugeordnet sind, daß ihr Winkelabstand dem zwischen den Wirkstellungen entspricht und bei der eine Rolle (36) einen elastisch dem ortsfesten Teil (1) zugeordneten Arm (37) zugeordnet und geeignet ist, mit der einen oder der anderen Nase (35) zusammenzuwirken, um die angetriebene Welle (17) in der jeweils einen der beiden Wirkstellungen zu verriegeln.
  11. Baugruppe nach den vorstehenden Ansprüchen, bei der die Tür (2) eine Gleitführung (41) aufweist, um ihre translatorische Axialverstellung gegenüber dem ortsfesten Teil (1) zu bewirken.
  12. Baugruppe nack Anspruch 11, bei der die Gleitführung zumindest eine der Tür (2) zugeordnete Gletifläche (41) aufweist, die geeignet ist, mit einem Festteil verschiebbar zusammenzuwirken, wobei zumindest ein Paßstift (42) dem ortsfesten Teil (1) zugeordnet ist, um mit einem entsprechenden der Tür (2) zugeordneten Sitz (43) zusammenzuwirken.
EP19960830599 1996-06-05 1996-11-28 Stirnseite einer elektrischen Eisenbahn-Lokomotive mit einer einziehbaren Tür für den Zugang zur automatischen Kupplung Expired - Lifetime EP0811539B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITFI960134 1996-06-05
IT96FI000134A IT1286645B1 (it) 1996-06-05 1996-06-05 Struttura frontale di un locomotore ferroviario con portello a scomparsa per l'accesso all'accoppiatore automatico

Publications (3)

Publication Number Publication Date
EP0811539A2 EP0811539A2 (de) 1997-12-10
EP0811539A3 EP0811539A3 (de) 1998-08-19
EP0811539B1 true EP0811539B1 (de) 2001-07-04

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Application Number Title Priority Date Filing Date
EP19960830599 Expired - Lifetime EP0811539B1 (de) 1996-06-05 1996-11-28 Stirnseite einer elektrischen Eisenbahn-Lokomotive mit einer einziehbaren Tür für den Zugang zur automatischen Kupplung

Country Status (5)

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EP (1) EP0811539B1 (de)
CA (1) CA2206968A1 (de)
DE (2) DE811539T1 (de)
ES (1) ES2113330T1 (de)
IT (1) IT1286645B1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2011202010B2 (en) * 2010-06-08 2014-01-30 Voith Patent Gmbh Device for pivoting a front hatch as well as a front hatch module

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE50200501D1 (de) 2002-04-04 2004-07-08 Voith Turbo Scharfenberg Gmbh Kupplungskopfabdeckung und Verfahren zum Verschwenken dieser Abdeckung
DE102016200524A1 (de) * 2015-04-27 2016-10-27 Voith Patent Gmbh Vorrichtung zum Bewegen einer oder mehrerer Bugklappen
DE102018111979A1 (de) 2018-05-18 2019-11-21 Voith Patent Gmbh Kupplungsvorrichtung mit einer Abdeckeinrichtung und Schienenfahrzeug mit einer Kupplungsvorrichtung
CN113715857B (zh) * 2021-09-18 2022-07-01 深圳市乾行达科技有限公司 轨道车辆用的前端开闭机构
CN119928924B (zh) * 2025-02-21 2026-01-02 湖南联诚轨道装备有限公司 一种动车前端舱门复位自锁结构

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2633580B1 (fr) * 1988-07-01 1991-02-15 Alsthom Dispositif d'ouverture et de fermeture d'une jupe de bas de caisse de vehicule
DE4300393A1 (de) * 1993-01-09 1994-07-14 Bergische Stahlindustrie Fahrzeugnase für aerodynamisch ausgebildete Schienenfahrzeuge
DE4445182C1 (de) * 1994-12-17 1995-12-21 Bergische Stahlindustrie Fahrzeug-Ende für Schienenfahrzeuge mit Mittelpufferkupplung

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2011202010B2 (en) * 2010-06-08 2014-01-30 Voith Patent Gmbh Device for pivoting a front hatch as well as a front hatch module

Also Published As

Publication number Publication date
EP0811539A3 (de) 1998-08-19
CA2206968A1 (en) 1997-12-06
ES2113330T1 (es) 1998-05-01
DE69613679D1 (de) 2001-08-09
DE811539T1 (de) 1998-08-13
IT1286645B1 (it) 1998-07-15
ITFI960134A1 (it) 1997-12-05
EP0811539A2 (de) 1997-12-10

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