EP1763466B1 - Connexion a manchons d'accouplement comportant une plaque support de transition en trois parties - Google Patents

Connexion a manchons d'accouplement comportant une plaque support de transition en trois parties 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
Authority
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
Application number
EP05754023A
Other languages
German (de)
English (en)
Other versions
EP1763466A1 (fr
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
Original Assignee
Siemens Transportation Systems GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Transportation Systems GmbH and Co KG filed Critical Siemens Transportation Systems GmbH and Co KG
Priority to AT05754023T priority Critical patent/ATE409150T1/de
Publication of EP1763466A1 publication Critical patent/EP1763466A1/fr
Application granted granted Critical
Publication of EP1763466B1 publication Critical patent/EP1763466B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Pulleys (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Supports For Pipes And Cables (AREA)

Claims (5)

  1. Formation de trains (ZUV) avec au moins deux véhicules sur rails accouplés l'un avec l'autre (WA1, WA2) entre lesquels est prévu un passage (UEB) avec au moins deux soufflets ondulés (WB1, WB2) raccordables l'un avec l'autre et comportant chacun plusieurs cadres de soufflet (BR1, BR2, BR3, BR4), et le passage (UEB) comporte, en outre, des tôles de passage (UB1, UB2, UB3, UB4) et un support (ABS) pour les tôles de passage (UB1, UB2, UB3, UB4) déplaçable sur une plaque coulissante (GLP) disposée entre les véhicules sur rails (WA1, WA2) au-dessus d'un dispositif d'accouplement (KUP), dans laquelle il est prévu au moins un dispositif de protection de plan montant (AC1, AC2) dans les zones d'extrémité des véhicules sur rails (WA1, WA2) accouplées les unes avec les autres et les dispositifs de protection de plan montant (AC1, AC2) s'étendent chacun sensiblement sur toute la largeur du véhicule, les arêtes inférieures des cadres de soufflet (BR1, BR2, BR3, BR4) sont disposées au-dessus des arêtes supérieures des dispositifs de protection de plan montant (AC1, AC2) et la plaque coulissante (GLP) est disposée en dessous de l'arête inférieure des dispositifs de protection de plan montant (AC1, AC2), caractérisée en ce que les deux véhicules sur rails sont accouplés l'un avec l'autre au moyen d'un accouplement à manchon à coquilles (SMU) et la plaque coulissante (GLP) comporte au moins trois parties en forme de plaque (STE, MTE), une partie centrale (MTE) de la plaque coulissante (GLP) étant raccordée de manière amovible au dispositif d'accouplement (KUP) par l'intermédiaire de l'accouplement à manchon à coquilles (SMU).
  2. Formation de trains selon la revendication 1, caractérisée en ce que la partie centrale de la plaque coulissante (GLP) est vissée avec le dispositif d'accouplement (KUP) .
  3. Formation de trains selon la revendication 1 ou 2, caractérisée en ce qu'une partie latérale (STE) de la plaque coulissante (GLP) est disposée sur chaque moitié d'accouplement (KH1) du dispositif d'accouplement (KUP) associée à un véhicule sur rails.
  4. Formation de trains selon la revendication 3, caractérisée en ce que les parties latérales (STE) sont raccordées fixement à la moitié d'accouplement (KH1) qui leur est respectivement associée.
  5. Formation de trains selon l'une quelconque des revendications 1 à 4, caractérisée en ce que la partie centrale (MTE) de la plaque coulissante (GLP) est vissée à un segment d'extrémité de la moitié d'accouplement (KH1), moyennant quoi, à l'état monté, les arêtes supérieures des segments d'extrémité se trouvent au moins au niveau de l'arête supérieure d'un manchon à coquilles supérieur (OSM) de l'accouplement à manchon à coquilles (SCM).
EP05754023A 2004-07-06 2005-06-28 Connexion a manchons d'accouplement comportant une plaque support de transition en trois parties Not-in-force EP1763466B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT05754023T ATE409150T1 (de) 2004-07-06 2005-06-28 Kupplungsmuffenverbindung mit dreiteiliger übergangsabstützplatte

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT11412004 2004-07-06
PCT/AT2005/000239 WO2006002448A1 (fr) 2004-07-06 2005-06-28 Connexion a manchons d'accouplement comportant une plaque support de transition en trois parties

Publications (2)

Publication Number Publication Date
EP1763466A1 EP1763466A1 (fr) 2007-03-21
EP1763466B1 true EP1763466B1 (fr) 2008-09-24

Family

ID=34981805

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05754023A Not-in-force EP1763466B1 (fr) 2004-07-06 2005-06-28 Connexion a manchons d'accouplement comportant une plaque support de transition en trois parties

Country Status (7)

Country Link
US (1) US7836831B2 (fr)
EP (1) EP1763466B1 (fr)
AT (1) ATE409150T1 (fr)
CA (1) CA2567241C (fr)
DE (1) DE502005005479D1 (fr)
TW (1) TWI281897B (fr)
WO (1) WO2006002448A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014218484A1 (de) * 2014-09-15 2016-03-17 Voith Patent Gmbh Automatische Mittelpufferkupplung der WILLISON -Bauart, insbesondere SA-3 Bauart für Schienenfahrzeuge mit standardisierter Schnittstelle
DE102018207034A1 (de) * 2018-05-07 2019-11-07 Siemens Mobility GmbH Schienenfahrzeug mit einem Energieverzehrelement sowie Schienenfahrzeugverbund
FR3121389A1 (fr) * 2021-03-30 2022-10-07 Alstom Transport Technologies Véhicule, notamment ferroviaire, comprenant une passerelle articulée avec système d’attache frangible

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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 (fr) * 1973-10-26 1974-08-20
JPH038530Y2 (fr) * 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 (de) * 1999-11-25 2001-05-31 Siemens Duewag Gmbh Schienenfahrzeug zur Personenbeförderung, insbesondere für den Nahverkehr
AT503047B1 (de) * 2003-10-31 2007-09-15 Siemens Transportation Systems Zugverband mit zumindest zwei miteinander gekuppelten schienenfahrzeugen

Also Published As

Publication number Publication date
TW200613180A (en) 2006-05-01
ATE409150T1 (de) 2008-10-15
WO2006002448A1 (fr) 2006-01-12
US7836831B2 (en) 2010-11-23
US20090114116A1 (en) 2009-05-07
EP1763466A1 (fr) 2007-03-21
CA2567241A1 (fr) 2006-01-12
TWI281897B (en) 2007-06-01
DE502005005479D1 (de) 2008-11-06
CA2567241C (fr) 2009-01-20

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