EP1763466B1 - Coupling muff connection comprising a three-part adapter supporting plate - Google Patents

Coupling muff connection comprising a three-part adapter supporting plate Download PDF

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Publication number
EP1763466B1
EP1763466B1 EP05754023A EP05754023A EP1763466B1 EP 1763466 B1 EP1763466 B1 EP 1763466B1 EP 05754023 A EP05754023 A EP 05754023A EP 05754023 A EP05754023 A EP 05754023A EP 1763466 B1 EP1763466 B1 EP 1763466B1
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EP
European Patent Office
Prior art keywords
sliding plate
coupling
glp
bellows
rail 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.)
Not-in-force
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EP05754023A
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German (de)
French (fr)
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EP1763466A1 (en
Inventor
Clemens Egger
Georg Fleischmann
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.)
Siemens AG Oesterreich
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Siemens Transportation Systems GmbH and Co KG
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Application filed by Siemens Transportation Systems GmbH and Co KG filed Critical Siemens Transportation Systems GmbH and Co KG
Priority to AT05754023T priority Critical patent/ATE409150T1/en
Publication of EP1763466A1 publication Critical patent/EP1763466A1/en
Application granted granted Critical
Publication of EP1763466B1 publication Critical patent/EP1763466B1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a train with at least two coupled rail vehicles, between which a transition with at least two interconnectable, each having a plurality of bellows frame bellows is provided, and the transition further transition plates and slidable on a between the rail vehicles via a coupling device sliding support for the transition plates, wherein at the mutually coupled end portions of the rail vehicles each at least one Friedkletterterrorismvorraum is provided, and the Aufkletterterrorismvorraumen each substantially over the entire width of the vehicle, the underside of the bellows frame over the upper edges of the Aufkletterstoffvoroplastyen and the sliding plate are located under the underside of the Aufkletterstoffvortechniken ,
  • a rail vehicle of the type mentioned is for example from the late published WO 2005/042329 ( A 1735/2003 ) known. This rail vehicle is in Fig.1 shown schematically and will be explained in more detail below.
  • the known train association ZUV has at least two vehicles WA1, WA2 coupled to one another via a clutch KUP.
  • 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.
  • 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 Wellenbalg 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 railroad car WA2, WA2 can be recessed in the vehicle longitudinal direction at the mutually coupled end regions.
  • profiles WP1, WP2 of a more easily deformable material installed as the supporting structure of the bulkhead As can be seen from the drawing, the lateral transitional plates UB1, UB2 can be fastened to these profiles WP1, WP2 in the manner mentioned above.
  • 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 are arranged according to the invention under the lower edge of the anti-climbing devices AC1, AC2. Due to the arrangement of the sliding plate GLP and cooperating with the sliding plate base UAB of the support ABS under the Aufkletterstoffvorraumen AC1, AC2 can be avoided by the Sliding plate GLP or the base UAB of the support a meshing of the anti-climber AC1, AC2 is prevented in 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. This embodiment ensures that the anti-climbing devices AC1, AC2, in the event of a collision, penetrate or deform the vertical middle section MAB made of aluminum and thus intermesh.
  • the support of the transition must be lowered as far as possible. Ie.
  • the dimension between the sliding plate and the coupling longitudinal axis should be kept as small as possible.
  • a very commonly used construction in a railway car coupler connection is the so-called shell and socket connection. It makes it possible to produce an easy, safe and reliable connection of the two short coupling halves.
  • the sliding plate is made in two parts, wherein on each part of the coupling halves each part of the sliding plate is fixedly arranged, the sliding plate must be mounted at a height above the Schalerunuffenitati, which allows for the separation of the two railway cars lifting the upper shell sleeve so far that it no longer engages in the shell sleeve collar, and the connection can be disconnected.
  • the sliding plate has at least three plate-shaped parts, wherein an over the shell sleeve joint arranged middle part of the sliding plate with the coupling device is detachably connected.
  • the middle part of the sliding plate is detachably connected to the coupling device, this can be removed before disconnecting the coupling connection (opening the shell sleeve and lifting the upper shell sleeve half).
  • the space above the upper shell sleeve half can thus be made free by removing the middle part of the sliding plate, whereby the upper shell half sleeve can be raised.
  • the middle part of the sliding plate is screwed to the coupling device.
  • a lateral part of the sliding plate is arranged on each of a rail vehicle associated coupling half of the coupling device, wherein the lateral parts are favorably firmly connected to the coupling half ever associated with them.
  • the middle part of the slide plate may be bolted to one end portion of the dome halves, wherein the upper edges of the end portions in an assembled state are at least at the level of the top edge of an upper shell sleeve.
  • an inventive train has a coupling device consisting of two halves KUP, wherein the two coupling halves are connected to each other via a shell sleeve SCM. In the present illustration, however, only one coupling half is shown.
  • the first coupling half KH1 shown here has a coupling rod KST which is connected to the associated rail vehicle, not shown here.
  • the sliding plate GLP has at least three plate-shaped parts STE, MTE, wherein the third lateral part of the sliding plate GLP together with the associated second coupling half is not shown here.
  • the first lateral part STE of the sliding plate GLP is connected to the first coupling half KH1, wherein the part STE preferably solid, d. H. essentially inseparably connected to the coupling half KH1.
  • the lateral part STE can also be screwed to the coupling half KH1.
  • the arrangement of the second lateral part, not shown, of the sliding plate GLP on the second coupling half corresponds to the arrangement of the first lateral part STE on the first coupling half KH1.
  • a middle part MTE of the sliding plate GLP is arranged.
  • the middle part MTE is connected to one end portion of the dome half KH1 or the second dome half not shown here.
  • the upper edges of the end portions are in this case at least at the level of the upper edge of the upper part of the shell socket joint SCM ( Fig. 5 ).
  • the three parts of the sliding plate GLP lie substantially in one plane, so that the surfaces of the three parts STE, MTE form a flat surface ( Fig. 3, Fig. 4 ).
  • the middle part MTE of the sliding plate GLP is detachably connected, preferably screwed, to one coupling half KH1, wherein the screw heads lie below the level of the surface of the sliding plate GLP or close with the surface ( Fig. 5 you Fig. 6 ).
  • the middle part MTE can be removed in a simple manner, whereby sufficient space is available for lifting the upper shell sleeve OSM.

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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)
  • Body Structure For Vehicles (AREA)
  • Pulleys (AREA)
  • Supports For Pipes And Cables (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Abstract

The invention relates to a convoy comprising at least two intercoupled rail vehicles between which an adapter is arranged, said adapter including at least two interconnectable sets of bellows which are respectively provided with a plurality of frames, in addition to adapter sheets , and a support for the adapter sheets, that can be displaced on a sliding plate arranged between the rail vehicles above a coupling device . At least one anti-catching device is provided on the intercoupled end regions of the rail vehicles , said anti-catching devices extending essentially over the entire width of the vehicle, and the two rail vehicle are intercoupled by a spiral sleeve. The sliding plate is embodied as three parts, part of the sliding plate arranged on the spiral sleeve being detachably connected to the coupling device.

Description

Die Erfindung betrifft einen Zugverband mit zumindest zwei miteinander gekuppelten Schienenfahrzeugen, zwischen welchen ein Übergang mit zumindest zwei miteinander verbindbaren, je mehrere Balgrahmen aufweisenden Wellenbälgen vorgesehen ist, und der Übergang weiters Übergangsbleche und eine auf einer zwischen den Schienenfahrzeugen 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, und die Aufkletterschutzvorrichtungen je im wesentlichen über die gesamte Fahrzeugbreite verlaufen, die Unterkannten der Balgrahmen über den Oberkanten der Aufkletterschutzvorrichtungen und die Gleitplatte unter der Unterkannte der Aufkletterschutzvorrichtungen angeordnet sind.The invention relates to a train with at least two coupled rail vehicles, between which a transition with at least two interconnectable, each having a plurality of bellows frame bellows is provided, and the transition further transition plates and slidable on a between the rail vehicles via a coupling device sliding support for the transition plates, wherein at the mutually coupled end portions of the rail vehicles each at least one Aufkletterschutzvorrichtung is provided, and the Aufkletterschutzvorrichtungen each substantially over the entire width of the vehicle, the underside of the bellows frame over the upper edges of the Aufkletterschutzvorrichtungen and the sliding plate are located under the underside of the Aufkletterschutzvorrichtungen ,

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.

Durch das oben genannte Schienenfahrzeug kann im Fall einer Kollision ein sicheres Eingreifen zweier einander gegenüberliegender Anticlimber auch bei einer seitlichen Versetzung der kollidierenden Schienenfahrzeuge zueinander gewährleistet werden.By means of the abovementioned rail vehicle, in the event of a collision, a secure engagement of two opposing anticlimbers can be ensured even when the colliding rolling stock is displaced laterally relative to one another.

Ein Schienenfahrzeug der eingangs genannten Art ist beispielsweise aus der spätveröffentlichten WO 2005/042329 ( A 1735/2003 ) bekannt geworden. Dieses Schienenfahrzeug ist in Fig.1 schematisch dargestellt und soll im Folgenden näher erläutert werden.A rail vehicle of the type mentioned is for example from the late published WO 2005/042329 ( A 1735/2003 ) known. This rail vehicle is in Fig.1 shown schematically and will be explained in more detail below.

Gemäß Fig. 1 weist der bekannte 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.According to Fig. 1 the known train association ZUV has at least two vehicles WA1, WA2 coupled to one another via a clutch KUP. 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.

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 Wellenbalg 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 Bodenbereichs 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 body side, end bellows frame BR1, BR4 of each bellows WB1, WB2 becomes one, below the bottom portion of the transition UEB and above 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 WA2, 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 Art befestigt werden.Furthermore, the load-bearing structure of the end wall of each railroad car WA2, WA2 can be recessed in the vehicle longitudinal direction at the mutually coupled end regions. In the installation space released by the relocation, on both sides of an opening in the car bodies WK1, WK2, by means of the transition UEB a change of passengers from one vehicle WA1, WA2 in the other is possible, profiles WP1, WP2 of a more easily deformable material installed as the supporting structure of the bulkhead. As can be seen from the drawing, the lateral transitional plates UB1, UB2 can be fastened to these profiles WP1, WP2 in the manner mentioned above.

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 Ende 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 sind 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 are arranged according to the invention under the lower edge of the anti-climbing devices AC1, AC2. Due to the arrangement of the sliding plate GLP and cooperating with the sliding plate base UAB of the support ABS under the Aufkletterschutzvorrichtungen AC1, AC2 can be avoided by the Sliding plate GLP or the base UAB of the support a meshing of the anti-climber AC1, AC2 is prevented in 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. This embodiment ensures that the anti-climbing devices AC1, AC2, in the event of a collision, penetrate or deform the vertical middle section MAB made of aluminum and thus intermesh.

Bei der oben beschriebenen Ausführungsform muss die Abstützung des Übergangs möglichst weit abgesenkt werden. D. h. das Maß zwischen der Gleitplatte und der Kupplungslängsachse sollte so klein als möglich gehalten werden.In the embodiment described above, the support of the transition must be lowered as far as possible. Ie. The dimension between the sliding plate and the coupling longitudinal axis should be kept as small as possible.

Eine sehr häufig verwendete Konstruktion bei einer Eisenbahnwagen-Kurzkupplungsverbindung stellt die sogenannte Schalenmuffenverbindung dar. Sie ermöglicht es eine einfache, sichere und zuverlässige Verbindung der beiden Kurzkupplungshälften herzustellen.A very commonly used construction in a railway car coupler connection is the so-called shell and socket connection. It makes it possible to produce an easy, safe and reliable connection of the two short coupling halves.

Ist nun die Gleitplatte zweiteilig ausgeführt, wobei auf jedem Teil der Kupplungshälften je ein Teil der Gleitplatte fix angeordnet ist, so muss die Gleitplatte in einer Höhe über der Schalerunuffenverbindung angebracht sein, die beim Trennen der beiden Eisenbahnwagen ein Anheben der oberen Schalenmuffe so weit ermöglicht, dass diese nicht mehr in den Schalenmuffenbund eingreift, und die Verbindung getrennt werden kann.Now, if the sliding plate is made in two parts, wherein on each part of the coupling halves each part of the sliding plate is fixedly arranged, the sliding plate must be mounted at a height above the Schalerunuffenverbindung, which allows for the separation of the two railway cars lifting the upper shell sleeve so far that it no longer engages in the shell sleeve collar, and the connection can be disconnected.

Bei der aus der A 1735/2003 bekannten Übergangsausführung kann jedoch bei einer Schalenmuffenverbindung die zum Öffnen und Schließen der Schalenmuffe erforderliche Abstand zwischen der Gleitplatte und der Schalenmuffe nicht eingehalten werden, da dadurch bauartbedingt ein sicheres Eingreifen der Anticlimber liegenden ineinander nicht mehr gewährleistet werden kann.In the known from A 1735/2003 transitional version, however, the required to open and close the shell sleeve distance between the sliding plate and the shell sleeve can not be met with a shell socket connection, as a result of design due to a safe intervention of the anticlimber lying inside each other can not be guaranteed.

Es ist daher eine Aufgabe der Erfindung den oben genannten Nachteil zu überwinden.It is therefore an object of the invention to overcome the above drawback.

Diese Aufgabe wird erfindungsgemäß dadurch gelöst, dass die Gleitplatte zumindest drei plattenförmige Teile aufweist, wobei ein über der Schalenmuffenverbindung angeordneter mittlerer Teil der Gleitplatte mit der Kupplungsvorrichtung lösbar verbunden ist.This object is achieved in that the sliding plate has at least three plate-shaped parts, wherein an over the shell sleeve joint arranged middle part of the sliding plate with the coupling device is detachably connected.

Da der mittlere Teil der Gleitplatte lösbar mit der Kuppelvorrichtung verbunden ist, kann dieser vor dem Trennen der Kupplungsverbindung (Öffnen der Schalenmuffe und Anheben der oberen Schalenmuffenhälfte) entfernt werden. Der Raum über der oberen Schalenmuffenhälfte kann somit durch entfernen des mittleren Teils der Gleitplatte frei gemacht werden, wodurch die obere Schalenmuffenhälfte angehoben werden kann.Since the middle part of the sliding plate is detachably connected to the coupling device, this can be removed before disconnecting the coupling connection (opening the shell sleeve and lifting the upper shell sleeve half). The space above the upper shell sleeve half can thus be made free by removing the middle part of the sliding plate, whereby the upper shell half sleeve can be raised.

Günstigerweise ist der mittlere Teil der Gleitplatte mit der Kuppelvorrichtung verschraubt.Conveniently, the middle part of the sliding plate is screwed to the coupling device.

In einer bevorzugten Ausführungsform der Erfindung ist an jeder einem Schienenfahrzeug zugeordnete Kupplungshälfte der Kuppelvorrichtung je ein seitlicher Teil der Gleitplatte angeordnet, wobei die seitlichen Teile günstigerweise mit der ihnen je zugeordneten Kupplungshälfte fest verbunden sind.In a preferred embodiment of the invention, a lateral part of the sliding plate is arranged on each of a rail vehicle associated coupling half of the coupling device, wherein the lateral parts are favorably firmly connected to the coupling half ever associated with them.

Um eine einfache Montage des mittleren Teils der Gleitplatte über der Schalenmuffenverbindung zu ermöglichen, kann der mittlere Teil der Gleitplatte mit je einem Endabschnitt der Kuppelhälften verschraubt sein, wobei die Oberkanten der Endabschnitte in einem montierten Zustand zumindest auf dem Niveau der Oberkante einer oberen Schalenmuffe liegen.In order to allow easy mounting of the middle part of the slide plate over the socket joint, the middle part of the slide plate may be bolted to one end portion of the dome halves, wherein the upper edges of the end portions in an assembled state are at least at the level of the top edge of an upper shell sleeve.

Die Erfindung samt weiterer Vorteile ist im Folgenden anhand einiger nicht einschränkender Ausführungsbeispiel näher erläutert, welch in der Zeichnung dargestellt sind. In dieser zeigen schematisch:

  • Fig. 2 eine Kurzkupplungshälfte mit einer Schalenmuffe und einer erfindungsgemäßen Gleitplatte in einer seitlichen Ansicht;
  • Fig. 3 die Kurzkupplungshälfte aus Fig. 2 in einer Draufsicht;
  • Fig. 4 den Bereich X aus Fig. 3 im näheren Detail;
  • Fig. 5 einen Schnitt entlang der Linie B-B in Fig. 2 und
  • Fig. 6 den Bereich Y aus Fig. 5.
The invention together with further advantages is explained below with reference to some non-limiting embodiment, which are shown in the drawing. In this show schematically:
  • Fig. 2 a short coupling half with a shell sleeve and a sliding plate according to the invention in a side view;
  • Fig. 3 the short coupling half off Fig. 2 in a plan view;
  • Fig. 4 the area X out Fig. 3 in more detail;
  • Fig. 5 a section along the line BB in Fig. 2 and
  • Fig. 6 the area Y out Fig. 5 ,

Gemäß Fig. 2 weist ein erfindungsgemäßer Zugverband eine aus zwei Hälften bestehende Kuppelvorrichtung KUP auf, wobei die beiden Kupplungshälften über eine Schalenmuffe SCM miteinander verbunden sind. In der vorliegenden Darstellung ist jedoch nur eine Kupplungshälfte gezeigt.According to Fig. 2 an inventive train has a coupling device consisting of two halves KUP, wherein the two coupling halves are connected to each other via a shell sleeve SCM. In the present illustration, however, only one coupling half is shown.

Die hier gezeigte erste Kupplungshälfte KH1 weist eine Kupplungsstange KST auf die mit dem zugeordneten hier nicht dargestellten Schienenfahrzeug verbunden ist. Erfindungsgemäß weist die Gleitplatte GLP zumindest drei plattenförmige Teile STE, MTE auf, wobei der dritte seitliche Teil der Gleitplatte GLP samt der zugehörigen zweiten Kupplungshälfte hier nicht gezeigt ist.The first coupling half KH1 shown here has a coupling rod KST which is connected to the associated rail vehicle, not shown here. According to the invention, the sliding plate GLP has at least three plate-shaped parts STE, MTE, wherein the third lateral part of the sliding plate GLP together with the associated second coupling half is not shown here.

Der erste seitliche Teil STE der Gleitplatte GLP ist mit der ersten Kupplungshälfte KH1 verbunden, wobei der Teil STE vorzugsweise fest, d. h. im wesentlichen unlösbar mit der Kupplungshälfte KH1 verbunden ist. Natürlich kann der seitliche Teil STE auch mit der Kupplungshälfte KH1 verschraubt sein. Die Anordnung des nicht gezeigten, zweiten seitlichen Teils der Gleitplatte GLP an der zweiten Kupplungshälfte entspricht der Anordnung des ersten seitlichen Teils STE an der ersten Kupplungshälfte KH1.The first lateral part STE of the sliding plate GLP is connected to the first coupling half KH1, wherein the part STE preferably solid, d. H. essentially inseparably connected to the coupling half KH1. Of course, the lateral part STE can also be screwed to the coupling half KH1. The arrangement of the second lateral part, not shown, of the sliding plate GLP on the second coupling half corresponds to the arrangement of the first lateral part STE on the first coupling half KH1.

Unmittelbar über der Schalenmuffe SCM ist ein mittlerer Teil MTE der Gleitplatte GLP angeordnet. Um die Anordnung des mittleren Teils MTE über der Schalenmuffe SCM zu ermöglichen, ist der mittlere Teil MTE mit je einem Endabschnitt der Kuppelhälfte KH1 bzw. der hier nicht dargestellten zweiten Kuppelhälfte verbunden. Die Oberkanten der Endabschnitte liegen hierbei zumindest auf dem Niveau der Oberkante des Oberteils der Schalenmuffenverbindung SCM (Fig. 5).Immediately above the shell sleeve SCM, a middle part MTE of the sliding plate GLP is arranged. In order to allow the arrangement of the middle part MTE on the shell sleeve SCM, the middle part MTE is connected to one end portion of the dome half KH1 or the second dome half not shown here. The upper edges of the end portions are in this case at least at the level of the upper edge of the upper part of the shell socket joint SCM ( Fig. 5 ).

Die drei Teile der Gleitplatte GLP liegen im Wesentlichen in einer Ebene, sodass die Oberflächen der drei Teile STE, MTE eine ebene Fläche bilden (Fig. 3, Fig. 4).The three parts of the sliding plate GLP lie substantially in one plane, so that the surfaces of the three parts STE, MTE form a flat surface ( Fig. 3, Fig. 4 ).

Um ein Anheben der oberen Schalenmuffe OSM zu ermöglichen, ist der mittlere Teil MTE der Gleitplatte GLP mit je einer Kupplungshälfte KH1 lösbar verbunden, bevorzugterweise verschraubt, wobei die Schraubköpfe unter dem Niveau der Oberfläche der Gleitplatte GLP liegen, bzw. mit der Oberfläche abschließen (Fig. 5 du Fig. 6). Durch Lösen der Schraubverbindung kann der mittlere Teil MTE auf einfache Weise entfernt werden, wodurch genügend Raum zum Anheben der oberen Schalenmuffe OSM zur Verfügung steht.In order to enable lifting of the upper shell sleeve OSM, the middle part MTE of the sliding plate GLP is detachably connected, preferably screwed, to one coupling half KH1, wherein the screw heads lie below the level of the surface of the sliding plate GLP or close with the surface ( Fig. 5 you Fig. 6 ). By loosening the screw connection, the middle part MTE can be removed in a simple manner, whereby sufficient space is available for lifting the upper shell sleeve OSM.

Abschließend sei noch erwähnt, dass in dem vorliegenden Dokument unter dem Begriff Schienenfahrzeug 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 vehicle not only a towed car, but also a railcar is understood, although this is not the preferred embodiment of the invention.

Claims (5)

  1. A rake of waggons (ZUV) comprising at least two intercoupled rail vehicles (WA1, WA2), between which a gangway (UEB) is present which includes at least two inter-connectable gangway bellows (WB1, WB2) each of which has a plurality of bellows frames (BR1, BR2, BR3, BR4), and the gangway (UEB) further has gangway plates (UB1, UB2, UB3, UB4) and a displaceable support (ABS) for the gangway plates (UB1, UB2, UB3, UB4) located on a sliding plate (GLP) provided between the rail vehicles (WA1, WA2) above a coupling device (KUP), wherein at least one anticlimber element (AC1, AC2) is provided in each of the end regions of the intercoupled rail vehicles (WA1, WA2), which anticlimber elements (AC1, AC2) extend across substantially the entire width of the vehicle while the lower edges of the bellows frame (BR1, BR2, BR3, BR4) are disposed above the top edges of the anticlimber elements (AC1, AC2) and the sliding plate (GLP) is disposed below the lower edge of the anticlimber elements (AC1, AC2), characterized in that said two rail vehicles are intercoupled by means of a shell-type muff coupling (SCM) and said sliding plate (GLP) has at least three plate-like parts (STE, MTE), and a middle part (MTE) of the sliding plate (GLP) disposed above the shell-type muff coupling (SCM) is releasably connected to said coupling device (KUP),
  2. Rake of waggons according to claim 1, characterized in that said middle part of said sliding plate (GLP) is screwed to said coupling device (KUP).
  3. Rake of waggons according to claim 1 or claim 2, characterized in that a side part (STE) of said sliding plate is disposed on each rail vehicle-assigned coupling half (KH1) of said coupling means (KUP).
  4. Rake of waggons according to claim 3, characterized in that the side parts (STE) are firmly attached to the respective coupling half (KH1) assigned thereto.
  5. Rake of waggons according to any one of claims 1 to 4, characterised in that said middle part (MTE) of said sliding plate (GLP) is screwed to each end region of said coupling halves (KH1), the upper edges of said end regions being, in the mounted state, at least on a level with the upper edge of an upper shell-type muff (OSM) of the shell-type muff coupling (SCM).
EP05754023A 2004-07-06 2005-06-28 Coupling muff connection comprising a three-part adapter supporting plate Not-in-force EP1763466B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT05754023T ATE409150T1 (en) 2004-07-06 2005-06-28 COUPLING SLEEVE CONNECTION WITH THREE-PIECE TRANSITION SUPPORT PLATE

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT11412004 2004-07-06
PCT/AT2005/000239 WO2006002448A1 (en) 2004-07-06 2005-06-28 Coupling muff connection comprising a three-part adapter supporting plate

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EP1763466A1 EP1763466A1 (en) 2007-03-21
EP1763466B1 true EP1763466B1 (en) 2008-09-24

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EP (1) EP1763466B1 (en)
AT (1) ATE409150T1 (en)
CA (1) CA2567241C (en)
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DE102014218484A1 (en) * 2014-09-15 2016-03-17 Voith Patent Gmbh Automatic central buffer coupling of the WILLISON type, in particular SA-3 type for rail vehicles with standardized interface
DE102018207034A1 (en) * 2018-05-07 2019-11-07 Siemens Mobility GmbH Rail vehicle with an energy-absorbing element and rail vehicle network
FR3121389A1 (en) * 2021-03-30 2022-10-07 Alstom Transport Technologies Vehicle, in particular railway, comprising an articulated gangway with frangible attachment system

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US2081964A (en) * 1933-12-16 1937-06-01 Charles H Tomlinson Buffing platform
US2843417A (en) * 1955-06-20 1958-07-15 Karl Kassbohrer G M B H Connecting means for the vehicles of link-trains
DD107878A1 (en) * 1973-10-26 1974-08-20
JPH038530Y2 (en) * 1985-06-19 1991-03-01
US4798148A (en) 1986-06-06 1989-01-17 A.N.F. Industrie Device for intercommunication between coupled vehicles in which passengers can walk freely, especially railway cars or road vehicles
DE19956856A1 (en) * 1999-11-25 2001-05-31 Siemens Duewag Gmbh Rail vehicle, especially for passenger conveyance on outer suburban rail services, has shock absorber units supported on deformable sandwich construction containing foam metal and supporting section of footplate of driver's cab
AT503047B1 (en) * 2003-10-31 2007-09-15 Siemens Transportation Systems TRAIN ASSEMBLY WITH AT LEAST TWO COUPLED RAIL VEHICLES

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ATE409150T1 (en) 2008-10-15
US7836831B2 (en) 2010-11-23
TW200613180A (en) 2006-05-01
CA2567241C (en) 2009-01-20
CA2567241A1 (en) 2006-01-12
WO2006002448A1 (en) 2006-01-12
EP1763466A1 (en) 2007-03-21
TWI281897B (en) 2007-06-01
DE502005005479D1 (en) 2008-11-06

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