EP1687190B1 - Crash-suitable design of a junction between railway vehicles with a passable anti-climbing protective device for railway cars - Google Patents

Crash-suitable design of a junction between railway vehicles with a passable anti-climbing protective device for railway cars Download PDF

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Publication number
EP1687190B1
EP1687190B1 EP04761064A EP04761064A EP1687190B1 EP 1687190 B1 EP1687190 B1 EP 1687190B1 EP 04761064 A EP04761064 A EP 04761064A EP 04761064 A EP04761064 A EP 04761064A EP 1687190 B1 EP1687190 B1 EP 1687190B1
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EP
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Prior art keywords
junction
bellows
consist
climbing protective
vehicle
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EP04761064A
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German (de)
French (fr)
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EP1687190A1 (en
Inventor
Gerhard Moser
Clemens Eger
Christian Flegel
Christoph Schmidt
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Siemens AG Oesterreich
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Siemens Transportation Systems GmbH and Co KG
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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
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions

Definitions

  • the invention relates to a train with at least two interconnected rail vehicles, between each a completely closed transition with at least two interconnectable, each having a plurality of bellows frame bellows is provided, and the transition further transition plates and arranged on a between the railway cars via a coupling device sliding plate having displaceable support for the transition plates, wherein at least one anti-climb protection device is provided at the mutually coupled end regions of the rail vehicles.
  • a train is from the US 4,736,688 A. known.
  • the anti-climb protection on rail vehicles is usually interrupted.
  • the Aufkletterschutz may optionally a fairing, for. B. of glass fiber reinforced plastic, which is destroyed in the event of a collision before the mutual engagement of two Aufklettertike.
  • a disadvantage of not running across the entire width of the vehicle Anticlimbern is especially that in the event of a collision to a lateral displacement of the anticlimber of the colliding vehicles can come to each other, whereby the effectiveness of Aufkletterschutzes can be reduced.
  • An object of the invention is to provide a transition device or a train, in which the above-mentioned disadvantage is eliminated as far as possible.
  • the transition is connected in the area below the bridge plates with the car body.
  • the lower edge of an end bellows frame of each bellows is connected to the car body via at least one lower profile disposed below the floor area of the transition and above the upper edge of the anti-climb protection devices in front of a car body of one of the railway cars.
  • This lower profile is in this case designed so that it is suitable in size, to make do with the existing installation space.
  • This goal can be achieved in that the lower profile has a z-shaped cross-section.
  • the top and side areas of the transition are connected to profiles with the car body. In terms of installation size, however, there are no special requirements for the shape of these profiles.
  • the support may be formed on a vertical section made of aluminum in a built-in state substantially normal to the rail plane, located between the overrun protection devices.
  • the parts arranged between the anticlimbers are considerably softer than the anticlimbers and thus do not prevent their intermeshing in the event of a collision.
  • the load-bearing structure of the end wall of each rail vehicle is set back in the vehicle longitudinal direction at the mutually coupled end regions wherein profiles of a more easily deformable material than the supporting structure of the end wall are fastened in front of the supporting structure.
  • Block length is understood to be the length of the compressed bellows.
  • an inventive Switzerland at least two coupled via a clutch KUP vehicles WA1, WA2.
  • Each of the two vehicles WA1, WA2 has, at a longitudinal end, a climbing protection device AC1, AC2 which extends over substantially the entire width of the vehicle and is preferably made of steel.
  • the Aufkletterstoffvoriques AC1, AC2 each car WA1, WA2 can be connected via the longitudinal ends of longitudinal members LT1, LT2 of the underframe to the base frame.
  • the force is transmitted from the Aufklettertiken AC1, AC2 on the end faces of the longitudinal beams LT1, LT2 in the undercarriage, the force into the subframe not only on the front sides of the longitudinal beam but also in the middle connected to the main cross member longitudinal members, which also contains the interface to the clutch takes place.
  • a transition UEB which has a completely closed wave bellows, which consists of at least two parts WB1, WB2. Namely, a first, in the illustration of the left car WA1 associated Wellenbalg WB1 and a second, in the representation of the right car WA2 associated wave bellows WB2.
  • the corrugated bellows WB1, WB2 can be interconnected at their mutually associated ends EN1, EN1.
  • each bellows WB1, WB2 for example, have an end-side, not shown frame here, these frames can be screwed together, or connected via another coupling mechanism.
  • the bellows WB1, WB2 each have mutually parallel bellows frame BR1, BR2, BR3, BR4, which are preferably made of aluminum.
  • these bellows frames BR1, BR2, BR3, BR4 are indicated by dashed lines.
  • BR1, BR2, BR3, BR4 Between two waves of the wave bellows WB1, WB2 there is in each case a bellows frame BR1, BR2, BR3, BR4.
  • the function of the bellows frames BR1, BR2, BR3, BR4 is to maintain the structure of the bellows and to connect the shafts of the bellows.
  • the bellows frames BR1, BR2, BR3, BR4 are arranged so that the lower edges of the bellows frames BR1, BR2, BR3, BR4 come to lie above the upper edges of the climbing protection devices AC1, AC2. This avoids interference of the anti-climbing devices AC1, AC2 being prevented by the bellows frames BR1, BR2, BR3, BR4 from colliding.
  • transition UEB transition plates so-called bridge plates, UB1, UB2, UB3, UB4 are provided, each two, referred to as UB1, UB2 transition plates, hereinafter referred to as "lateral transition plates" UB1, UB2, on a profile WP1, WP2 of each associated car body WK1, WK2 are each mounted rotatably about an axis parallel to the rail plane and normal in the vehicle longitudinal axis A, A ', wherein the transition plates UB1, UB2, UB3, UB4 are substantially at the level of the floor top edges FN1, FN2.
  • the load-bearing structure of the end wall of each railway wagon WA1, WA2 can be recessed in the vehicle longitudinal direction at the mutually coupled end regions.
  • an opening in the car bodies WK1, WK2, through which by means of the transition UEB on both sides Passenger change from one vehicle WA1, WA2 in the other is possible, built profiles WP1, WP2 of a more easily deformable material than the supporting structure of the end wall.
  • the side transition plates UB1, UB2 can be fixed in the above-mentioned manner.
  • a support ABS for a middle transition plate or middle transition plates UB3, UB4 is arranged above the center of the coupling KPM of the two rail vehicles WA1, WA2 .
  • the support ABS may be formed integrally with the middle transition plate at its upper portion.
  • On this transition sheet or transition sheets UB3, UB4 are each arranged on the car bodies WK1, WK2 side transition plates UB1, UB2.
  • the free ends of the middle transition plate or the transition plates UB3, UB4 can bevelled and lie under the side transition plates UB1, UB2.
  • the lateral transition plates UB1, UB2 are supported at their free ends on the middle transition plates UB3, UB4.
  • the support ABS is arranged displaceably on a sliding plate GLP arranged above the coupling device KUP.
  • the lower solid portion UAB of the support ABS cooperating with the sliding plate GLP may be made of steel in order to improve the wear characteristics as well as the sliding plate support on which the actual plastic sliding plate is mounted.
  • the sliding plate GLP and the lower portion UAB of the support ABS is arranged according to the invention under the underside of the anti-climbing devices AC1, AC2.
  • the arrangement of the sliding plate GLP and the base UAB of the support ABS cooperating with the sliding plate under the anti-climbing devices AC1, AC2 prevents the sliding plate GLP or the base UAB of the support from preventing meshing of the anti-climbing devices AC1, AC2 in the event of a collision ,
  • the support ABS may be made of aluminum in a built-in state substantially normal to the rail plane extending between the Anticlimbern AC1, AC2 vertical section MAB.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Body Structure For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

Die Erfindung betrifft einen Zugverband mit zumindest zwei miteinander gekuppelten Schienenfahrzeugen, zwischen welchen je ein rundum geschlossener Übergang mit zumindest zwei miteinander verbindbaren, je mehrere Balgrahmen aufweisenden Wellenbälgen vorgesehen ist, und der Übergang weiters Übergangsbleche und eine auf einer zwischen den Eisenbahnwaggons über einer Kupplungsvorrichtung angeordneten Gleitplatte verschiebbare Abstützung für die Übergangsbleche aufweist, wobei an den miteinander gekuppelten Endbereichen der Schienenfahrzeuge je zumindest eine Aufkletterschutzvorrichtung vorgesehen ist. Ein solcher Zugverband ist aus der US 4 736 688 A bekannt.The invention relates to a train with at least two interconnected rail vehicles, between each a completely closed transition with at least two interconnectable, each having a plurality of bellows frame bellows is provided, and the transition further transition plates and arranged on a between the railway cars via a coupling device sliding plate having displaceable support for the transition plates, wherein at least one anti-climb protection device is provided at the mutually coupled end regions of the rail vehicles. Such a train is from the US 4,736,688 A. known.

Im Fall eines Auffahrunfalls zwischen zwei Schienenfahrzeugen besteht die Gefahr, dass sich ein Wagenkasten eines Schienenfahrzeuges mit einem Höhenversatz über den anderen schiebt und starke Zerstörungen im Fahrgastraum bewirkt. Diese Gefahr besteht nicht nur für kollidierende Front- bzw. Endfahrzeuge, sondern auch für in einem Zugverband befindliche Fahrzeuge. Um die Gefahr des Aufkletterns zu verhindern, werden üblicherweise Aufkletterschutzvorrichtungen eingebaut. Diese Aufkletterschutzvorrichtungen, sogenannte "Anticlimber" werden nicht nur an den Zugenden sondern auch an den Fahrzeugenden, die sich innerhalb des Zugverbandes befinden, eingebaut.In the case of a collision between two rail vehicles there is a risk that a car body of a rail vehicle with a height offset moves over the other and causes severe destruction in the passenger compartment. This danger exists not only for colliding front or end vehicles, but also for vehicles in a train. In order to prevent the danger of climbing, usually Aufkletterschutzvorrichtungen be installed. These anti-climbers, so-called "anti-limbers" are not only installed at the ends of the train but also at the ends of the vehicle, which are located within the train.

Üblicherweise besitzen Aufkletterschutze mehrere parallele und horizontale Rippen, wobei die Aufkletterschutze zweier kollidierender Wagen kammartig ineinander greifen. Die Aufkletterschutze sind für gewöhnlich an den längsseitigen Enden der Längsträger des Untergestells eines Schienenfahrzeuges angeordnet, sodass im Kollisionsfall eine Krafteinleitung in den tragenden Bereich des Wagens erfolgen kann. Ein derartiger Aufkletterschutz ist beispielsweise aus der US 4,184,434 A bekannt geworden.Usually have Aufkletterschutze several parallel and horizontal ribs, with the Aufkletterschutze two colliding car mesh like a comb. The Aufkletterschutze are usually arranged at the longitudinal ends of the longitudinal members of the undercarriage of a rail vehicle, so that in case of collision, a force can be introduced into the bearing area of the car. Such Aufkletterschutz is for example from the US 4,184,434 A known.

Im Bereich der Kupplung ist der Aufkletterschutz bei Schienenfahrzeugen üblicherweise unterbrochen. Weiters kann der Aufkletterschutz gegebenenfalls eine Verkleidung, z. B. aus glasfaserverstärktem Kunststoff besitzen, die im Kollisionsfall vor dem gegenseitigen Eingriff zweier Aufkletterschutze zerstört wird.In the field of coupling, the anti-climb protection on rail vehicles is usually interrupted. Furthermore, the Aufkletterschutz may optionally a fairing, for. B. of glass fiber reinforced plastic, which is destroyed in the event of a collision before the mutual engagement of two Aufkletterschutze.

Bekannte Aufkletterschutze stehen fast immer in Konkurrenz mit der Kupplung, denn wenn Kupplungshöhe und die Höhe des Wagenbodens festgelegt sind, bleibt unter Berücksichtigung der Kupplungsbewegungen meist wenig Platz für einen Aufkletterschutz. Dies zeigt z. B. der Artikel "Herstellung von Schienenfahrzeugen" in ZEV + DET Glas. Ann. 123 (1999).Known Aufkletterschutze are almost always in competition with the clutch, because when the coupling height and the height of the carriage floor are fixed, taking into account the coupling movements usually little room for a climbing protection. This shows z. B. the article "Production of rail vehicles" in ZEV + DET glass. Ann. 123 (1999).

Bei Zugverbänden der eingangs genannten Art, bei welchen mehrere Schienenfahrzeuge miteinander gekuppelt sind, und rundum geschlossene Übergangeseinrichtungen vorgesehen sind, um einen Fahrgastwechsel von einem Waggon in einen anderen zu ermöglichen, tritt bei der Verwendung von Anticlimbern das Problem auf, dass, wie bereits oben erwähnt, nur ein sehr geringer Einbauraum zur Verfügung steht. Durch den geringen Einbauraum, der zum einen durch die Fußbodenhöhe und zum anderen durch die Höhe der Langträger, an deren längsseitigen Enden der Anticlimber angeordnet ist, begrenzt ist, ist die Anordnung eines durchgehenden Anticlimbers über die gesamte Fahrzeugbreite mit den bekannten rundum geschlossenen Übergangsvorrichtungen nicht möglich.When train assemblies of the type mentioned, in which a plurality of rail vehicles are coupled together, and completely closed transition means are provided to allow a passenger change from one car to another, occurs when using Anticlimbern the problem that, as already mentioned above , only a very small installation space is available. Due to the small installation space, which is limited by the floor height and the height of the long girders, at the longitudinal ends of the anti-limber is limited, the arrangement of a continuous anti-limber over the entire vehicle width with the known all-round transition devices is not possible ,

Nachteilig an nicht über die ganze Fahrzeugbreite verlaufenden Anticlimbern ist vor allem, dass es im Fall einer Kollision zu einer seitlichen Versetzung der Anticlimber der kollidierenden Fahrzeuge zueinander kommen kann, wodurch die Wirksamkeit des Aufkletterschutzes herabgesetzt werden kann.A disadvantage of not running across the entire width of the vehicle Anticlimbern is especially that in the event of a collision to a lateral displacement of the anticlimber of the colliding vehicles can come to each other, whereby the effectiveness of Aufkletterschutzes can be reduced.

Eine Aufgabe der Erfindung liegt in der Schaffung einer Übergangsvorrichtung bzw. eines Zugverbandes, bei welchem der oben genannte Nachteil so weit wie möglich beseitigt ist.An object of the invention is to provide a transition device or a train, in which the above-mentioned disadvantage is eliminated as far as possible.

Diese Aufgabe wird mit einem Zugverband der eingangs genannten Art erfindungsgemäß dadurch gelöst, dass die Aufkletterschutzvorrichtungen je im wesentlichen über die gesamte Fahrzeugbreite verlaufen, die Unterkanten der Balgrahmen über den Oberkanten der Aufkletterschutzvorrichtungen und die Gleitplatte, insbesondere inklusive der massiven Teile der Übergangsabstützung, unter der Unterkannte der Aufkletterschutzvorrichtungen angeordnet sind.This object is achieved with a train of the type mentioned according to the invention that the Aufkletterschutzvorrichtungen each extend substantially over the entire width of the vehicle, the lower edges of the bellows frame on the upper edges of the Aufkletterschutzvorrichtungen and the sliding plate, in particular including the massive parts of the transitional support, under the lower edge the Aufkletterschutzvorrichtungen are arranged.

Der Übergang ist im Bereich unterhalb der Brückenbleche mit dem Wagenkasten verbunden. Insbesondere ist der untere Rand eines endseitigen Balgrahmens jedes Wellenbalges über zumindest ein, unter dem Bodenbereich des Übergangs und über der Oberkante der Aufkletterschutzvorrichtungen vor einem Wagenkasten von einem der Eisenbahnwaggons angeordnetes unteres Profil mit dem Wagenkasten verbunden. Dieses untere Profil ist hierbei so ausgestaltet, dass es in seiner Größe geeignet ist, mit dem vorhandenen Einbauraum auszukommen. Dieses Ziel lässt sich dadurch erreichen, dass das untere Profil einen z-förmigen Querschnitt aufweist. Auch die Oberseite und die seitlichen Bereiche des Übergangs sind mit Profilen mit dem Wagenkasten verbunden. An die Form dieser Profile sind aber hinsichtlich Einbaugröße keine besonderen Anforderungen zu stellen.The transition is connected in the area below the bridge plates with the car body. In particular, the lower edge of an end bellows frame of each bellows is connected to the car body via at least one lower profile disposed below the floor area of the transition and above the upper edge of the anti-climb protection devices in front of a car body of one of the railway cars. This lower profile is in this case designed so that it is suitable in size, to make do with the existing installation space. This goal can be achieved in that the lower profile has a z-shaped cross-section. Also, the top and side areas of the transition are connected to profiles with the car body. In terms of installation size, however, there are no special requirements for the shape of these profiles.

Die Abnutzung der Abstützung und somit deren Lebensdauer lässt sich dadurch verringern, dass die Abstützung an ihrem mit der Gleitplatte zusammenwirkenden Abschnitten aus Stahl gefertigt ist.The wear of the support and thus its life can be reduced by the fact that the support is made at its cooperating with the sliding plate sections made of steel.

Um das Eingreifen der Anticlimber in einem Kollisionsfall nicht zu verhindern, kann die Abstützung an einem in einem eingebauten Zustand im wesentlichen normal zu der Schienenebene verlaufenden, zwischen den Auflaufschutzvorrichtungen gelegenen, vertikalen Abschnitt aus Aluminium ausgebildet sein. Durch diese Ausführungsform sind die zwischen den Anticlimbern angeordneten Teile wesentlich weicher als die Anticlimber und verhindern im Fall einer Kollision somit nicht deren Eingreifen ineinander.In order not to prevent the intervention of the anti-limbers in the event of a collision, the support may be formed on a vertical section made of aluminum in a built-in state substantially normal to the rail plane, located between the overrun protection devices. By this embodiment, the parts arranged between the anticlimbers are considerably softer than the anticlimbers and thus do not prevent their intermeshing in the event of a collision.

Um dem Block der zwischen den beiden Schienenfahrzeugen angeordneten rundum geschlossenen Wellenbälge in einem Kollisionsfall den nötigen Raum zur Verfügung zu stellen, und somit ein sicheres Eingreifen der beiden Anticlimber zu gewährleisten, ist die tragenden Struktur der Stirnwand jedes Schienenfahrzeugs an den miteinander gekuppelten Endbereichen in Fahrzeuglängsrichtung zurückversetzt, wobei vor der tragenden Struktur Profile aus einem leichter deformierbaren Material als die tragende Struktur der Stirnwand befestigt sind. Somit können die der tragenden Struktur vorgelagerten Profile in einem Crashfall kollabieren und den nötigen Raum für die Blocklänge des Übergangs zur Verfügung stellen. Unter Blocklänge wird hierbei die Länge des komprimierten Wellenbalges verstanden.In order to provide the necessary space for the block of the completely enclosed shaft bellows arranged between the two rail vehicles in a collision case, and thus to ensure a safe intervention of the two anti-limbers, the load-bearing structure of the end wall of each rail vehicle is set back in the vehicle longitudinal direction at the mutually coupled end regions wherein profiles of a more easily deformable material than the supporting structure of the end wall are fastened in front of the supporting structure. Thus, the profiles located upstream of the supporting structure can collapse in the event of a crash and provide the necessary space for the block length of the transition. Block length is understood to be the length of the compressed bellows.

Die Erfindung samt weiteren Vorteilen ist im Folgenden anhand einiger nicht einschränkender Ausführungsbeispiele näher erläutert, die in der Zeichnung veranschaulicht sind. In dieser zeigt die einzige Figur eine schematische Darstellung eines Querschnitts entlang der Längsachse eines erfindungsgemäßen Zugverbandes.The invention together with further advantages is explained below with reference to some non-limiting embodiments, which are illustrated in the drawing. In this, the single figure shows a schematic representation of a cross section along the longitudinal axis of a train of the invention.

Gemäß der dargestellten Ausführungsform weist ein erfindungsgemäßer Zugverband ZUV mindestens zwei über eine Kupplung KUP miteinander gekuppelte Fahrzeuge WA1, WA2 auf. Jedes der beiden Fahrzeuge WA1, WA2 weist an einem längsseitigen Ende eine im wesentlichen über die gesamte Fahrzeugbreite verlaufende Aufkletterschutzvorrichtung AC1, AC2, die bevorzugterweise aus Stahl gefertigt ist, auf. Die Aufkletterschutzvorrichtung AC1, AC2 jedes Wagens WA1, WA2 kann hierbei über die längsseitigen Enden von Längsträgern LT1, LT2 des Untergestells mit dem Untergestell verbunden sein. Bei der hier dargestellten Ausführungsform erfolgt die Krafteinleitung von den Aufkletterschutzen AC1, AC2 über die Stirnflächen der Längsträger LT1, LT2 in das Untergestell, wobei die Krafteinleitung ins Untergestell nicht ausschließlich über die Stirnseiten der Langträger sonder auch in der Mitte über mit dem Hauptquerträger verbundene Längsträger, die auch die Schnittstelle zur Kupplung enthalten erfolgt.According to the illustrated embodiment, an inventive Zugverband ZUV at least two coupled via a clutch KUP vehicles WA1, WA2. Each of the two vehicles WA1, WA2 has, at a longitudinal end, a climbing protection device AC1, AC2 which extends over substantially the entire width of the vehicle and is preferably made of steel. The Aufkletterschutzvorrichtung AC1, AC2 each car WA1, WA2 can be connected via the longitudinal ends of longitudinal members LT1, LT2 of the underframe to the base frame. In the embodiment shown here, the force is transmitted from the Aufkletterschutzen AC1, AC2 on the end faces of the longitudinal beams LT1, LT2 in the undercarriage, the force into the subframe not only on the front sides of the longitudinal beam but also in the middle connected to the main cross member longitudinal members, which also contains the interface to the clutch takes place.

Zwischen den Schienenfahrzeugen WA1, WA2 ist ein Übergang UEB vorgesehen, welcher einen rundum geschlossenen Wellenbalg aufweist, der aus zumindest zwei Teilen WB1, WB2 besteht. Nämlich einen ersten, in der Darstellung dem linken Wagen WA1 zugeordneten Wellenbalg WB1 und einen zweiten, in der Darstellung dem rechten Wagen WA2 zugeordneten Wellenbalg WB2. Die Wellenbälge WB1, WB2 können an ihren einander zugeordneten Enden EN1, EN1 miteinander verbunden werden. Hierzu kann jeder Balg WB1, WB2, beispielsweise einen endseitigen, hier nicht dargestellten Rahmen aufweisen, wobei diese Rahmen miteinander verschraubt, oder über einen anderen Kuppelmechanismus verbunden werden können. Die Wellenbälge WB1, WB2 weisen je parallel zueinander angeordnete Balgrahmen BR1, BR2, BR3, BR4 auf, die vorzugsweise aus Aluminium gefertigt sind. In der Darstellung sind diese Balgrahmen BR1, BR2, BR3, BR4 durch strichlierte Linien angedeutet. Zwischen zwei Wellen des Wellenbalges WB1, WB2 befindet sich hierbei je ein Balgrahmen BR1, BR2, BR3, BR4. Die Funktion der Balgrahmen BR1, BR2, BR3, BR4 besteht darin, die Struktur des Wellenbalges aufrechtzuerhalten und die Wellen des Wellenbalges miteinander zu verbinden. Die Balgrahmen BR1, BR2, BR3, BR4 sind so angeordnet, dass die Unterkannten der Balgrahmen BR1, BR2, BR3, BR4 über den Oberkanten der Aufkletterschutzvorrichtungen AC1, AC2 zu liegen kommen. Dadurch wird vermieden, dass bei einer Kollision durch die Balgrahmen BR1, BR2, BR3, BR4 ein Ineinandergreifen der Aufkletterschutzvorrichtungen AC1, AC2 verhindert wird.Between the rail vehicles WA1, WA2 a transition UEB is provided, which has a completely closed wave bellows, which consists of at least two parts WB1, WB2. Namely, a first, in the illustration of the left car WA1 associated Wellenbalg WB1 and a second, in the representation of the right car WA2 associated wave bellows WB2. The corrugated bellows WB1, WB2 can be interconnected at their mutually associated ends EN1, EN1. For this purpose, each bellows WB1, WB2, for example, have an end-side, not shown frame here, these frames can be screwed together, or connected via another coupling mechanism. The bellows WB1, WB2 each have mutually parallel bellows frame BR1, BR2, BR3, BR4, which are preferably made of aluminum. In the illustration, these bellows frames BR1, BR2, BR3, BR4 are indicated by dashed lines. Between two waves of the wave bellows WB1, WB2 there is in each case a bellows frame BR1, BR2, BR3, BR4. The function of the bellows frames BR1, BR2, BR3, BR4 is to maintain the structure of the bellows and to connect the shafts of the bellows. The bellows frames BR1, BR2, BR3, BR4 are arranged so that the lower edges of the bellows frames BR1, BR2, BR3, BR4 come to lie above the upper edges of the climbing protection devices AC1, AC2. This avoids interference of the anti-climbing devices AC1, AC2 being prevented by the bellows frames BR1, BR2, BR3, BR4 from colliding.

Um die Anordnung der Balgrahmen BR1, BR2, BR3, BR4 über den Auflaufschutzvorrichtungen AC1, AC2 zu ermöglichen, wird der untere Rand eines wagenkastenseitig gelegenen, endseitigen Balgrahmens BR1, BR4 jedes Wellenbalges WB1, WB2 über ein, unter dem Bodenbereich des Übergangs UEB und über der Oberkante der Aufkletterschutzvorrichtungen AC1, AC2 vor einem Wagenkasten WK1, WK2 eines der Schienenfahrzeuge WA1, WA2 angeordnetes Profil PR1, PR2 mit dem Wagenkasten WK1, WK2 verbunden. Die Verwendung schmaler Profile PR1, PR2 als Anschraubrahmen im horizontalen Bodenbereich des Übergangs ermöglicht eine einfache Montage des Überganges UEB oberhalb der Oberkante der Anticlimber AC1, AC2. Die Profile PR1, PR2 können auch Teil eines Rahmens sein, der auf den Wagenkasten WK1 bzw. WK2 montiert ist.In order to enable the arrangement of the bellows frames BR1, BR2, BR3, BR4 via the overrun protection devices AC1, AC2, the lower edge of a carriage box side, end bellows frame BR1, BR4 of each bellows WB1, WB2 becomes above, below the bottom portion of the transition UEB and over the upper edge of the Aufkletterschutzvorrichtungen AC1, AC2 in front of a car body WK1, WK2 one of the rail vehicles WA1, WA2 arranged profile PR1, PR2 connected to the car body WK1, WK2. The use of narrow profiles PR1, PR2 as screw-on frames in the horizontal bottom area of the transition makes it possible to easily install the transition UEB above the upper edge of the anti-limbers AC1, AC2. The profiles PR1, PR2 can also be part of a frame which is mounted on the car body WK1 or WK2.

Weiters sind in dem Übergang UEB Übergangsbleche, sogenannte Brückenbleche, UB1, UB2, UB3, UB4 vorgesehen, wobei je zwei, als UB1, UB2 bezeichnete Übergangsbleche, im Folgenden als "seitliche Übergangsbleche" UB1, UB2 bezeichnet, an einem Profil WP1, WP2 des je zugeordneten Wagenkastens WK1, WK2 je um eine parallel zur Schienenebene und normal in Fahrzeuglängsrichtung verlaufende Achse A, A' drehbar gelagert sind, wobei die Übergangsbleche UB1, UB2, UB3, UB4 im wesentlichen auf Niveau der Fußbodenoberkanten FN1, FN2 liegen.Furthermore, in the transition UEB transition plates, so-called bridge plates, UB1, UB2, UB3, UB4 are provided, each two, referred to as UB1, UB2 transition plates, hereinafter referred to as "lateral transition plates" UB1, UB2, on a profile WP1, WP2 of each associated car body WK1, WK2 are each mounted rotatably about an axis parallel to the rail plane and normal in the vehicle longitudinal axis A, A ', wherein the transition plates UB1, UB2, UB3, UB4 are substantially at the level of the floor top edges FN1, FN2.

Weiters kann die tragende Struktur der Stirnwand jedes Eisenbahnwaggons WA1, WA2 an den miteinander gekuppelten Endbereichen in Fahrzeuglängsrichtung zurückversetzt sein. In den durch die Zurückversetzung frei werdenden Einbauraum werden zu beiden Seiten einer Öffnung in den Wagenkästen WK1, WK2, durch welche mittels des Übergangs UEB ein Fahrgastwechsel von einem Fahrzeug WA1, WA2 in das andere möglich wird, Profile WP1, WP2 aus einem leichter deformierbaren Material als die tragende Struktur der Stirnwand eingebaut. An diesen Profilen WP1, WP2 können, wie aus der Zeichnung ersichtlich ist, die seitlichen Übergangsbleche UB1, UB2 auf die oben erwähnte Artbefestigt werden.Furthermore, the load-bearing structure of the end wall of each railway wagon WA1, WA2 can be recessed in the vehicle longitudinal direction at the mutually coupled end regions. In the installation space released by the relocation, an opening in the car bodies WK1, WK2, through which by means of the transition UEB on both sides Passenger change from one vehicle WA1, WA2 in the other is possible, built profiles WP1, WP2 of a more easily deformable material than the supporting structure of the end wall. As can be seen from the drawing, at these profiles WP1, WP2, the side transition plates UB1, UB2 can be fixed in the above-mentioned manner.

Durch die Anordnung von Profilen WP1, WP2 aus einem leichter deformierbaren Material, beispielsweise Aluminium, als die tragende Struktur des Stirnwand, die aus Stahl hergestellt sein kann, kommt es in einem Crashfall zu einer Deformation der weicheren Profile WP1, WP2, wodurch der nötige Raum für die Blocklänge des Überganges UEB geschaffenen wird.The arrangement of profiles WP1, WP2 of a more easily deformable material, such as aluminum, as the supporting structure of the front wall, which may be made of steel, it comes in a crash to a deformation of the softer profiles WP1, WP2, creating the necessary space is created for the block length of the transition UEB.

Über der Kupplungsmitte KPM der beiden Schienenfahrzeuge WA1, WA2 ist eine Abstützung ABS für ein mittleres Übergangsblech bzw. mittlere Übergangsbleche UB3, UB4 angeordnet. Die Abstützung ABS kann an ihrem oberen Bereich einstückig mit dem mittleren Übergangsblech ausgebildet sein. Auf diesem Übergangsblech bzw. Übergangsblechen UB3, UB4 liegen die jeweils an den Wagenkästen WK1, WK2 angeordneten seitlichen Übergangsbleche UB1, UB2 auf. Die freien Enden des mittleren Übergangsblechs bzw. der Übergangsbleche UB3, UB4 können abgeschrägt sein und liegen unter den seitlichen Übergangsblechen UB1, UB2. Somit stützen sich die seitlichen Übergangsbleche UB1, UB2 an ihren freien Enden auf den mittleren Übergangsblechen UB3, UB4 ab. Durch die Abschrägung der freien Enden der mittleren Übergangsbleche UB3, UB4 wird eine Auflauffläche für die seitlichen Übergangsbleche UB1, UB2 geschaffen, wodurch Verschiebungen der beiden Waggons WA1, WA2 zueinander in vertikaler und horizontaler Richtung zueinander ausgeglichen werden können.Above the center of the coupling KPM of the two rail vehicles WA1, WA2 a support ABS for a middle transition plate or middle transition plates UB3, UB4 is arranged. The support ABS may be formed integrally with the middle transition plate at its upper portion. On this transition sheet or transition sheets UB3, UB4 are each arranged on the car bodies WK1, WK2 side transition plates UB1, UB2. The free ends of the middle transition plate or the transition plates UB3, UB4 can be bevelled and lie under the side transition plates UB1, UB2. Thus, the lateral transition plates UB1, UB2 are supported at their free ends on the middle transition plates UB3, UB4. Due to the chamfering of the free ends of the middle transition plates UB3, UB4 a ramp surface for the lateral transition plates UB1, UB2 is created, whereby shifts of the two carriages WA1, WA2 can be compensated to each other in the vertical and horizontal directions to each other.

Die Abstützung ABS ist auf einer über der Kupplungsvorrichtung KUP angeordneten Gleitplatte GLP verschiebbar angeordnet. Der untere mit der Gleitplatte GLP zusammenwirkenden massive Abschnitt UAB der Abstützung ABS kann hierbei, um die Abnutzungseigenschaften zu verbessern, so wie die Gleitplattenauflage , an welcher die eigentliche Kunststoffgleitplatte befestigt ist, aus Stahl gefertigt sein. Die Gleitplatte GLP und der untere Abschnitt UAB der Abstützung ABS ist erfindungsgemäß unter der Unterkannte der Aufkletterschutzvorrichtungen AC1, AC2 angeordnet. Durch die Anordnung der Gleitplatte GLP sowie der mit der Gleitplatte zusammenwirkenden Basis UAB der Abstützung ABS unter den Aufkletterschutzvorrichtungen AC1, AC2 lässt sich vermeiden, dass durch die Gleitplatte GLP oder die Basis UAB der Abstützung ein Ineinandergreifen der Aufkletterschutzvorrichtungen AC1, AC2 bei einer Kollision verhindert wird.The support ABS is arranged displaceably on a sliding plate GLP arranged above the coupling device KUP. The lower solid portion UAB of the support ABS cooperating with the sliding plate GLP may be made of steel in order to improve the wear characteristics as well as the sliding plate support on which the actual plastic sliding plate is mounted. The sliding plate GLP and the lower portion UAB of the support ABS is arranged according to the invention under the underside of the anti-climbing devices AC1, AC2. The arrangement of the sliding plate GLP and the base UAB of the support ABS cooperating with the sliding plate under the anti-climbing devices AC1, AC2 prevents the sliding plate GLP or the base UAB of the support from preventing meshing of the anti-climbing devices AC1, AC2 in the event of a collision ,

Weiters kann die Abstützung ABS an in einem eingebauten Zustand im wesentlichen normal zu der Schienenebene verlaufenden, zwischen den Anticlimbern AC1, AC2 gelegenen vertikalen Abschnitt MAB aus Aluminium gefertigt sein. Durch diese Ausführungsform wird gewährleistet, dass die Aufkletterschutzvorrichtungen AC1, AC2 in einem Kollisionsfall den vertikalen, aus Aluminium gefertigten, mittleren Abschnitt MAB durchdringen bzw. deformieren und so ineinandergreifen können.Furthermore, the support ABS may be made of aluminum in a built-in state substantially normal to the rail plane extending between the Anticlimbern AC1, AC2 vertical section MAB. By this embodiment ensures that the Aufkletterschutzvorrichtungen AC1, AC2 in a collision case, the vertical, made of aluminum, middle section MAB penetrate or deform and thus interlock.

Abschließend sei noch erwähnt, dass in dem vorliegenden Dokument unter dem Begriff Schienenfahrzeuge nicht nur ein gezogener Wagen, sondern auch ein Triebwagen verstanden wird, wenngleich dies auch nicht die bevorzugte Ausführungsform der Erfindung darstellt.Finally, it should be mentioned that in the present document, the term rail vehicles not only a towed car, but also a railcar is understood, although this is not the preferred embodiment of the invention.

Claims (6)

  1. A consist (ZUV) having at least two rail vehicles (WA1, WA2) coupled with each other, between which a junction (UEB) with at least two corrugated bellows (WB1, WB2) connectable with each other, each comprising several bellows frames (BR1, BR2, BR3, BR4) is provided, and said junction (UEB) further comprising junction sheets (UB1, UB2, UB3, UB4) and a slidable support (ABS) for said junction sheets (UB1, UB2, UB3, UB4) on a sliding plate (GLP) disposed between said rail vehicles (WA1, WA2) over a coupling device (KUP), wherein at least one anti-climbing protective device (AC1, AC2) is provided at the end regions of said rail vehicles (WA1, WA2),
    characterized in that
    said anti-climbing protective devices (AC1, AC2) substantially run over the total width of the vehicle, the lower edges of said bellows frames (BR1, BR2, BR3, BR4) are arranged over the upper edges of said anti-climbing protective devices (AC1, AC2) and said sliding plate (GLP) is arranged under the lower edge of said anti-climbing protective devices (AC1, AC2).
  2. A consist as defined in claim 1, characterized in that the lower margin of an end side bellows frame (BR1, BR2, BR3, BR4) of each corrugated bellows is connected to a vehicle body (WK1, WK2) via at least one profile (PR1, PR2) disposed under the floor region of said junction (UEB) and over the upper edge of said anti-climbing protective devices (AC1, AC2) in front of said vehicle body (WK1, WK2) of one of said railway cars (WA1, WA2).
  3. A consist as defined in claim 2, characterized in that said profile (PR1, PR2) comprises a Z-shaped cross section.
  4. A consist as defined in any one of the claims 1 to 3, characterized in that said support (ABS) at its lower portions interacting with said sliding plate (GLP) is made of steel.
  5. A consist as defined in any one of the claims 1 to 4, characterized in that said support (ABS) at a vertical portion (MAB) running in an installed state substantially normal to the rail plane, situated between said anti-climbing protective devices (AC1, AC2), is formed of aluminium.
  6. A consist as defined in any one of the claims 2 to 5, characterized in that said supporting structure of the end wall of each rail vehicle (WA1, WA2) is displaced back in the longitudinal direction of the vehicle, wherein in front of said supporting structure profiles (WP1, WP2) of an easier deformable material than said supporting structure of said end wall are attached.
EP04761064A 2003-10-31 2004-10-08 Crash-suitable design of a junction between railway vehicles with a passable anti-climbing protective device for railway cars Expired - Lifetime EP1687190B1 (en)

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AT0173503A AT503047B1 (en) 2003-10-31 2003-10-31 TRAIN ASSEMBLY WITH AT LEAST TWO COUPLED RAIL VEHICLES
PCT/AT2004/000342 WO2005042329A1 (en) 2003-10-31 2004-10-08 Crash-suitable design of a junction between railway vehicles with a passable anti-climbing protective device for railway cars

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ATE373590T1 (en) 2007-10-15
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WO2005042329A1 (en) 2005-05-12
AU2004285617B2 (en) 2008-02-28
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CN100391772C (en) 2008-06-04
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AR047233A1 (en) 2006-01-11
JP4325675B2 (en) 2009-09-02
AT503047B1 (en) 2007-09-15
CA2543752A1 (en) 2005-05-12
CA2543752C (en) 2009-05-26
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DE502004005050D1 (en) 2007-10-31
BRPI0415556B1 (en) 2014-07-29

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