EP2177417B1 - Railway vehicle with a frontal communication passage - Google Patents

Railway vehicle with a frontal communication passage Download PDF

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Publication number
EP2177417B1
EP2177417B1 EP20090170015 EP09170015A EP2177417B1 EP 2177417 B1 EP2177417 B1 EP 2177417B1 EP 20090170015 EP20090170015 EP 20090170015 EP 09170015 A EP09170015 A EP 09170015A EP 2177417 B1 EP2177417 B1 EP 2177417B1
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EP
European Patent Office
Prior art keywords
railway vehicle
lever
vehicle according
passage frame
frame
Prior art date
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EP20090170015
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German (de)
French (fr)
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EP2177417A1 (en
EP2177417B8 (en
Inventor
Gerhard Schmidt
Norbert Giesen
Axel Krüger
Norman Matthias
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Siemens AG
Huebner GmbH and Co KG
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Siemens AG
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Publication of EP2177417B1 publication Critical patent/EP2177417B1/en
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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
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls

Definitions

  • the invention relates to a rail vehicle with a front transition having a transitional frame which is mounted on a projecting from the vehicle body support member, wherein the transition frame is pivotally mounted so that it is between a retracted position, wherein the transition frame under folding a Bellows the front transition occupies a position substantially parallel to a front of the rail vehicle, and an extended position in which the transition frame occupies a substantially vertical position, is movable, further provided an actuator for moving the transition frame between the retracted and the extended position is.
  • Such a rail vehicle is for example from the DE 195 03 081 A1 known, where there are adjacent coupling frame, which carry, for example, bellows, are locked together by locking devices. Also from the EP 0 732 245 A1 is a rail vehicle with a pivoting transition frame known.
  • front links are used to connect trainsets, each forming one half of a total transition and have transitional frames, which are mounted on a serving as a support element central buffer coupling.
  • the transitional frames are aligned and pressed together only by engaging the central buffer coupling.
  • a walk-in connection between two adjacent train units is therefore only by the coupling of the Triebzugikien produced, so that in operation compared to rail vehicles without front transition no additional downtime arises.
  • the present invention seeks to further develop a rail vehicle of the type mentioned in such a way that the transition frame retains its respective assumed end position even when subjected to external forces.
  • the front transition can be spent when not in use in a position that is less disturbing for the operation of the rail vehicle.
  • the field of vision of a rail vehicle driver is significantly increased compared with the prior art.
  • the support element is formed by an arm extending from the vehicle body. At the free end of the arm of the transition frame is articulated, so that the transition frame between the retracted and the extended position can be pivoted / moved.
  • the transitional frame can also be pivotably supported on a central buffer coupling.
  • An actuator is provided for moving the transition frame between the retracted and extended positions. This makes it possible, in particular automatically to move the transition frame between the two positions.
  • the actuator is designed such that the transition frame is locked in both retracted and extended positions. This has the advantage that transition frame maintains its respective assumed end position even when subjected to external forces.
  • the actuator may comprise an actuator which rotates, via a gear member, a rotary member having a radially extending lever whose free end is applied to one end of a rod whose other end is hinged to the transient frame.
  • the like configured actuator allows to move by rotating the rotary member. In this case, the rotational movement of the rotary member is translated into a translational movement of the transition frame, with the interposition of the lever and the rod, which can act both as a pressure and as a pull rod.
  • This plane may be preferred, based on the rail vehicle, a horizontally extending plane.
  • each position are each assigned a stop for the lever.
  • the stops can advantageously be arranged such that a unit of lever and rod occupy an over-center position both in the retracted and in the extended position of the transition frame. This causes the exercise of external forces on the transition frame in the retracting or extension direction remain ineffective, since a respective stop limits the movement of the transition frame.
  • the lever may be biased towards the stops. This has the advantage that an assumed Kochtotretelage for the lever and the rod is securely maintained.
  • the lever may be biased by means of a spring element, which is preferably formed by a tension spring, one end of which is articulated to the lever and the other end is fixed.
  • both translational drives such as pneumatic cylinders with piston rod or piston rodless cylinders, as well as rotary drives, as an electric gear motor with, for example, belt / chain drive or worm or planetary gear, implemented.
  • a further outer transition frame is provided, which is connected via a further bellows with the transition frame. This transitional framework is then not driven.
  • FIG. 1 is the general configuration of a rail vehicle head K, equipped with a front transition F removable.
  • the front transition F has a first transition frame 1 and a second transition frame 2 on, which are each hinged to support elements hinged, which are connected to the head K.
  • the first, outer transitional frame 1 is articulated to a central buffer coupling 3, which in turn is fastened to an underside of the rail vehicle head K.
  • the second transitional frame 2, which is located further inwards relative to the first transitional frame 1, is pivotably mounted on the head K via an arm 4.
  • FIG. 1 shows the retracted position of the front transition F goes out FIG. 2 the extended position. It can be seen that, retracted, both transitional frames 1, 2 are aligned substantially parallel to a front of the traction vehicle head K, ie at an angle to a vertical transverse plane. It is also in FIG. 1 a respective bellows B, here in two parts, in a folded state, while in FIG. 2 the bellows B is deployed.
  • a mechanical actuator V which serves for moving the second transition frame 2 between the retracted and the extended position of the front transition F.
  • FIG. 3 shows the mechanical actuator V for the retracted position of the front transition F
  • FIG. 4 a corresponding representation for its extended position shows.
  • a longitudinally displaceable piston rod 7 merges into a transmission element 8, which engages radially in a rotary element 9 and is mounted on the side opposite the rotary element 9.
  • the rotation element 9 may for example be equipped with a toothing on its outer circumference, in which engages a rack portion of the transmission element 8.
  • the rotation element 9 has a lever 10 which extends radially from it.
  • the lever 10 is rigidly connected to the rotary member 9.
  • a movement angle for the rotary member 9 is limited by two stops 11, 12, against which the lever 10 comes when taking a retracted or extended position of the front transition F to the plant.
  • the lever 10 is articulated on a rod 13. An articulation point of the rod 13 on the lever 10 is located directly inwardly of the against the stops 11, 12, reaching the abutting free end of the lever 10th
  • a tension spring 14 is hinged, which biases the lever 10 for both the retracted as well as the extended position of the front transition F in the direction of either the stop 11 or the stop 12.
  • the second end of the spring 14 is fixed and is, relative to the rotary member 9, the translation element 8 opposite.
  • FIG. 3 shows the system of the Mattertot Vietnameseverriegelung, consisting of the rotary member 9, the lever 10, the rod 13 and the spring 14 is pulled by the spring 14 against the stop 11.
  • An outwardly acting on the transition frame 2 force pulls the dead center over only further against the stop 11.
  • An inwardly on the Transition frame 2 acting force is taken up by design by the folded front half of the transition with stops 15 and by the tension spring 14. Due to the chosen geometry, an inward external force can not cause the dead center of the system to be reached because the lever 10 and rod 13 are maximally congruent.
  • FIG. 5 shows a further embodiment with only one transition frame 16 which is driven and supported on the central buffer coupling.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Prevention Devices (AREA)
  • Seats For Vehicles (AREA)

Description

Die Erfindung bezieht sich auf ein Schienenfahrzeug mit einem Frontübergang, der einen Übergangsrahmen aufweist, welcher auf einem von dem Fahrzeugkörper ausgehenden Stützelement montiert ist, wobei der Übergangsrahmen derart schwenkbar montiert ist, dass er sich zwischen einer eingefahrenen Position, bei der der Übergangsrahmen unter Zusammenfalten eines Faltenbalgs des Frontübergangs eine Stellung im Wesentlichen parallel zu einer Front des Schienenfahrzeugs einnimmt, und eine ausgefahrene Position, bei der der Übergangsrahmen eine im Wesentlichen vertikale Position einnimmt, verfahrbar ist, wobei ferner eine Betätigungsvorrichtung zum Verfahren des Übergangsrahmens zwischen der eingefahrenen und der ausgefahrenen Position vorgesehen ist.The invention relates to a rail vehicle with a front transition having a transitional frame which is mounted on a projecting from the vehicle body support member, wherein the transition frame is pivotally mounted so that it is between a retracted position, wherein the transition frame under folding a Bellows the front transition occupies a position substantially parallel to a front of the rail vehicle, and an extended position in which the transition frame occupies a substantially vertical position, is movable, further provided an actuator for moving the transition frame between the retracted and the extended position is.

Ein solches Schienenfahrzeug ist beispielsweise aus der DE 195 03 081 A1 bekannt, wobei dort aneinander anschließende Kuppelrahmen, die beispielsweise Wellenbälge tragen, durch Schließeinrichtungen miteinander verriegelt werden. Auch aus der EP 0 732 245 A1 ist ein Schienenfahrzeug mit einem verschwenkbaren Übergangsrahmen bekannt.Such a rail vehicle is for example from the DE 195 03 081 A1 known, where there are adjacent coupling frame, which carry, for example, bellows, are locked together by locking devices. Also from the EP 0 732 245 A1 is a rail vehicle with a pivoting transition frame known.

Im Stand der Technik bekannt ist außerdem ein Schienenfahrzeug, das unter der Bezeichnung "Desiro UK" seit mehreren Jahren im Einsatz ist. Dabei werden zur Verbindung von Triebzugeinheiten Frontübergänge verwendet, die jeweils eine Hälfte eines Gesamtübergangs bilden und Übergangsrahmen aufweisen, die auf einer als Stützelement dienenden Mittelpufferkupplung montiert sind. Die Übergangsrahmen werden dabei allein durch ein Einrasten der Mittelpufferkupplung ausgerichtet und aneinander gedrückt. Eine begehbare Verbindung zwischen zwei benachbarten Triebzugeinheiten wird folglich allein durch das Kuppeln der Triebzugeinheiten hergestellt, so dass im Betrieb gegenüber Schienenfahrzeugen ohne Frontübergang keine zusätzliche Stillstandszeit entsteht.Also known in the prior art is a rail vehicle that has been in use for several years under the name "Desiro UK". In this case, front links are used to connect trainsets, each forming one half of a total transition and have transitional frames, which are mounted on a serving as a support element central buffer coupling. The transitional frames are aligned and pressed together only by engaging the central buffer coupling. A walk-in connection between two adjacent train units is therefore only by the coupling of the Triebzugeinheiten produced, so that in operation compared to rail vehicles without front transition no additional downtime arises.

Bei solchen Schienenfahrzeugen wird es jedoch als nachteilig angesehen, dass die Übergangsrahmen weit vor der Front des Führerstands vorstehen, so dass eine Streckensicht für den Triebfahrzeugführer behindert ist. Zudem wird auch ein Erscheinungsbild einer Fahrzeugfront beeinträchtigt.In such rail vehicles, however, it is considered disadvantageous that the transition frames protrude far in front of the front of the driver's cab, so that a track view is hindered for the driver. In addition, a appearance of a vehicle front is affected.

Ausgehend hiervon liegt der Erfindung die Aufgabe zugrunde, ein Schienenfahrzeug der eingangs genannten Art derart weiterzuentwickeln, dass der Übergangsrahmen auch bei Beaufschlagung mit äußeren Kräften seine jeweils eingenommene Endposition beibehält.Proceeding from this, the present invention seeks to further develop a rail vehicle of the type mentioned in such a way that the transition frame retains its respective assumed end position even when subjected to external forces.

Diese Aufgabe wird dadurch gelöst, dass die Betätigungsrichtung derart ausgebildet ist, dass der Übergangsrahmen sowohl in eingefahrener als auch in ausgefahrener Position verriegelt ist.This object is achieved in that the actuating direction is designed such that the transition frame is locked both in the retracted and in the extended position.

Aufgrund der Schwenkbarkeit des Übergangsrahmens wird es ermöglicht, dass der Frontübergang bei Nichtbenutzung in eine Position verbracht werden kann, die für den Betrieb des Schienenfahrzeugs weniger störend ist. Insbesondere wird der Sichtbereich eines Schienenfahrzeugführers gegenüber dem Stand der Technik deutlich vergrößert.Due to the pivotability of the transition frame, it is possible that the front transition can be spent when not in use in a position that is less disturbing for the operation of the rail vehicle. In particular, the field of vision of a rail vehicle driver is significantly increased compared with the prior art.

Bevorzugt wird das Stützelement von einem von dem Fahrzeugkörper ausgehenden Arm gebildet. Am freien Ende des Arms ist der Übergangsrahmen angelenkt, so dass der Übergangsrahmen zwischen der eingefahrenen und der ausgefahrenen Position verschwenkt/verfahren werden kann. Alternativ kann der Übergangsrahmen auch auf einer Mittelpufferkupplung verschwenkbar abgestützt sein.Preferably, the support element is formed by an arm extending from the vehicle body. At the free end of the arm of the transition frame is articulated, so that the transition frame between the retracted and the extended position can be pivoted / moved. Alternatively, the transitional frame can also be pivotably supported on a central buffer coupling.

Es ist eine Betätigungsvorrichtung zum Verfahren des Übergangsrahmens zwischen der eingefahrenen und der ausgefahrenen Position vorgesehen. Dies gestattet es, insbesondere auch automatisch den Übergangsrahmen zwischen den beiden Positionen zu verfahren.An actuator is provided for moving the transition frame between the retracted and extended positions. This makes it possible, in particular automatically to move the transition frame between the two positions.

Die Betätigungsvorrichtung ist derart ausgebildet, dass der Übergangsrahmen sowohl in eingefahrener als auch in ausgefahrener Position verriegelt ist. Dies hat den Vorteil, dass Übergangsrahmen auch bei Beaufschlagung mit äußeren Kräften seine jeweils eingenommene Endposition beibehält.The actuator is designed such that the transition frame is locked in both retracted and extended positions. This has the advantage that transition frame maintains its respective assumed end position even when subjected to external forces.

Die Betätigungsvorrichtung kann einen Aktuator aufweisen, der über ein Übersetzungselement ein Rotationselement dreht, das einen radial verlaufenden Hebel aufweist, dessen freies Ende an einem Ende einer Stange angelegt ist, deren anderes Ende an dem Übergangsrahmen angelenkt ist. Die derart ausgestaltete Betätigungsvorrichtung gestattet es, durch Drehen des Rotationselementes zu verschieben. Dabei wird die Rotationsbewegung des Rotationselementes in eine Translationsbewegung des Übergangsrahmens umgesetzt und zwar unter Zwischenschaltung des Hebels und der Stange, die sowohl als Druck- als auch als Zugstange wirken kann.The actuator may comprise an actuator which rotates, via a gear member, a rotary member having a radially extending lever whose free end is applied to one end of a rod whose other end is hinged to the transient frame. The like configured actuator allows to move by rotating the rotary member. In this case, the rotational movement of the rotary member is translated into a translational movement of the transition frame, with the interposition of the lever and the rod, which can act both as a pressure and as a pull rod.

Es ist vorteilhaft, wenn das Übersetzungselement, der Hebel und die Stange in einer Ebene angeordnet sind. Diese Ebene kann bevorzugt, bezogen auf das Schienenfahrzeug, eine horizontal verlaufende Ebene sein.It is advantageous if the transmission element, the lever and the rod are arranged in one plane. This plane may be preferred, based on the rail vehicle, a horizontally extending plane.

Zur Verwirklichung der Verriegelung des Übergangsrahmens in seiner eingefahrenen bzw. ausgefahrenen Position ist es vorteilhaft, wenn diesen Positionen jeweils ein Anschlag für den Hebel zugeordnet ist. Dabei können die Anschläge vorteilhafter Weise derart angeordnet sein, dass eine Einheit aus Hebel und Stange sowohl in der eingefahrenen als auch in der ausgefahrenen Position des Übergangsrahmens eine Übertotpunktlage einnehmen. Dies bewirkt, dass die Ausübung äußerer Kräfte auf den Übergangsrahmen in Einfahr- bzw. Ausfahrrichtung wirkungslos bleiben, da ein jeweiliger Anschlag die Bewegung des Übergangsrahmens begrenzt.To realize the locking of the transition frame in its retracted or extended position, it is advantageous if these positions are each assigned a stop for the lever. The stops can advantageously be arranged such that a unit of lever and rod occupy an over-center position both in the retracted and in the extended position of the transition frame. This causes the exercise of external forces on the transition frame in the retracting or extension direction remain ineffective, since a respective stop limits the movement of the transition frame.

Der Hebel kann in Richtung auf die Anschläge vorgespannt sein. Dies hat den Vorteil, dass eine eingenommene Übertotpunktlage für den Hebel und die Stange sicher beibehalten wird.The lever may be biased towards the stops. This has the advantage that an assumed Übertotpunktlage for the lever and the rod is securely maintained.

Der Hebel kann mit Hilfe eines Federelementes vorgespannt sein, das bevorzugt von einer Zugfeder gebildet ist, deren eines Ende an dem Hebel angelenkt ist und deren anderes Ende fest ist.The lever may be biased by means of a spring element, which is preferably formed by a tension spring, one end of which is articulated to the lever and the other end is fixed.

Für den oben angesprochenen Aktuator, einschließlich Übersetzungselement, können sowohl translatorische Antriebe, wie pneumatische Zylinder mit Kolbenstange oder kolbenstangelose Zylinder, als auch rotatorische Antriebe, wie ein elektrischer Getriebemotor mit beispielsweise Riemen/Kettenantrieb oder Schnecken- oder Planetengetriebe, umgesetzt werden. Diese gestatten eine besonders kompakte Bauart für die Betätigungseinrichtung.For the above-mentioned actuator, including translation element, both translational drives, such as pneumatic cylinders with piston rod or piston rodless cylinders, as well as rotary drives, as an electric gear motor with, for example, belt / chain drive or worm or planetary gear, implemented. These allow a particularly compact design for the actuator.

Bevorzugt ist ein weiterer, äußerer Übergangsrahmen vorgesehen, der über einen weiteren Faltenbalg mit dem Übergangsrahmen verbunden ist. Dieser Übergangsrahmen ist dann nicht angetrieben.Preferably, a further outer transition frame is provided, which is connected via a further bellows with the transition frame. This transitional framework is then not driven.

Ausführungsbeispiele der Erfindung werden nachfolgend unter Bezugnahme auf die Zeichnungen noch näher erläutert. Es zeigen:

Figur 1
eine Seitenansicht eines Schienenfahrzeugkopfes mit Frontübergang, mit einem Übergangsrahmen in eingefahrener Position,
Figur 2
eine Seitenansicht eines Schienenfahrzeugkopfes mit Frontübergang nach Figur 1, mit dem Übergangsrahmen in ausgefahrener Position,
Figur 3
eine schematische Darstellung einer Betätigungsvorrichtung für den Übergangsrahmen von Fig. 1, mit dem Übergangsrahmen in eingefahrener Position,
Figur 4
eine schematische Darstellung der Betätigungsvorrichtung von Figur 3, mit dem Übergangsrahmen in ausgefahrener Position, und
Figur 5
eine Seitenansicht eines Schienenfahrzeugkopfes mit gegenüber Figur 1 modifiziertem Frontübergang.
Embodiments of the invention will be explained in more detail with reference to the drawings. Show it:
FIG. 1
a side view of a rail vehicle head with front transition, with a transition frame in the retracted position,
FIG. 2
a side view of a rail vehicle head with front transition to FIG. 1 with the transition frame in the extended position,
FIG. 3
a schematic representation of an actuator for the transition frame of Fig. 1 , with the transition frame in retracted position,
FIG. 4
a schematic representation of the actuator of FIG. 3 , with the transition frame in the extended position, and
FIG. 5
a side view of a rail vehicle head with opposite FIG. 1 modified front transition.

Aus Figur 1 ist die allgemeine Ausgestaltung eines Schienenfahrzeugkopfes K, ausgestattet mit einem Frontübergang F entnehmbar. Der Frontübergang F weist einen ersten Übergangsrahmen 1 und einen zweiten Übergangsrahmen 2 auf, die jeweils an Stützelementen verschwenkbar angelekt sind, die mit dem Kopf K verbunden sind. Der erste, äußere Übergangsrahmen 1 ist an einer Mittelpufferkupplung 3 angelenkt, welche wiederum an einer Unterseite des Schienenfahrzeugkopfes K befestigt ist. Der zweite Übergangsrahmen 2, der gegenüber dem ersten Übergangsrahmen 1 weiter innen liegt, ist über einen Arm 4 an dem Kopf K verschwenkbar gelagert.Out FIG. 1 is the general configuration of a rail vehicle head K, equipped with a front transition F removable. The front transition F has a first transition frame 1 and a second transition frame 2 on, which are each hinged to support elements hinged, which are connected to the head K. The first, outer transitional frame 1 is articulated to a central buffer coupling 3, which in turn is fastened to an underside of the rail vehicle head K. The second transitional frame 2, which is located further inwards relative to the first transitional frame 1, is pivotably mounted on the head K via an arm 4.

Während Figur 1 die eingefahrene Position des Frontübergangs F zeigt, geht aus Figur 2 die ausgefahrene Position hervor. Es ist ersichtlich, dass, eingefahren, beide Übergangsrahmen 1, 2 im Wesentlichen parallel zu einer Front des Triebfahrzeugkopfes K, d. h. in einem Winkel zu einer vertikalen Querebene, ausgerichtet sind. Außerdem ist in Figur 1 ein jeweiliger Faltenbalg B, hier zweiteilig, in einem zusammengefalteten Zustand, während in Figur 2 der Faltenbalg B entfaltet ist.While FIG. 1 shows the retracted position of the front transition F goes out FIG. 2 the extended position. It can be seen that, retracted, both transitional frames 1, 2 are aligned substantially parallel to a front of the traction vehicle head K, ie at an angle to a vertical transverse plane. It is also in FIG. 1 a respective bellows B, here in two parts, in a folded state, while in FIG. 2 the bellows B is deployed.

In den Figuren 1 und 2 ist jeweils schematisch eine mechanische Betätigungsvorrichtung V dargestellt, die zum Verfahren des zweiten Übergangsrahmens 2 zwischen der eingefahrenen und der ausgefahrenen Position des Frontübergangs F dient.In the Figures 1 and 2 schematically a mechanical actuator V is shown, which serves for moving the second transition frame 2 between the retracted and the extended position of the front transition F.

Der nähere Aufbau der mechanischen Betätigungsvorrichtung V ist anhand der Figuren 3 und 4 erläutert. Figur 3 zeigt die mechanische Betätigungsvorrichtung V für die eingefahrene Stellung des Frontübergangs F, während Figur 4 eine entsprechende Darstellung für dessen ausgefahrene Position zeigt.The detailed structure of the mechanical actuator V is based on the Figures 3 and 4 explained. FIG. 3 shows the mechanical actuator V for the retracted position of the front transition F, while FIG. 4 a corresponding representation for its extended position shows.

In Fig. 3, 4 ist jeweils ein Aktuator 6 dargestellt, der beispielhaft pneumatisch betrieben wird. Eine längsverschiebliche Kolbenstange 7 geht in ein Übersetzungselement 8 über, das radial in ein Rotationselement 9 eingreift und auf der dem Rotationselement 9 gegenüberliegenden Seite gelagert ist.In Fig. 3 . 4 in each case an actuator 6 is shown, which is operated by way of example pneumatically. A longitudinally displaceable piston rod 7 merges into a transmission element 8, which engages radially in a rotary element 9 and is mounted on the side opposite the rotary element 9.

Das Rotationselement 9 kann beispielsweise mit einer Verzahnung an seinem Außenumfang ausgestattet sein, in die ein Zahnstangenabschnitt des Übersetzungselementes 8 eingreift.The rotation element 9 may for example be equipped with a toothing on its outer circumference, in which engages a rack portion of the transmission element 8.

Das Rotationselement 9 weist einen von ihm radial ausgehenden Hebel 10 auf. Der Hebel 10 ist starr mit dem Rotationselement 9 verbunden. Ein Bewegungswinkel für das Rotationselement 9 ist begrenzt durch zwei Anschläge 11, 12, gegen die der Hebel 10 bei Einnahme einer eingefahrenen oder ausgefahrenen Position des Frontübergangs F zur Anlage gelangt. Der Hebel 10 ist an einer Stange 13 angelenkt. Ein Anlenkungspunkt der Stange 13 an dem Hebel 10 liegt unmittelbar einwärts des gegen die Anschläge 11, 12, zur Anlage gelangenden freien Endes des Hebels 10.The rotation element 9 has a lever 10 which extends radially from it. The lever 10 is rigidly connected to the rotary member 9. A movement angle for the rotary member 9 is limited by two stops 11, 12, against which the lever 10 comes when taking a retracted or extended position of the front transition F to the plant. The lever 10 is articulated on a rod 13. An articulation point of the rod 13 on the lever 10 is located directly inwardly of the against the stops 11, 12, reaching the abutting free end of the lever 10th

In einem Abstand zum Außenumfang des Rotationselementes 9 ist eine Zugfeder 14 angelenkt, welche den Hebel 10 sowohl für die eingefahrene als auch für die ausgefahrene Stellung des Frontübergangs F in Richtung auf entweder den Anschlag 11 oder den Anschlag 12 vorspannt. Das zweite Ende der Feder 14 ist fest und liegt, bezogen auf das Rotationselement 9, dem Übersetzungselement 8 gegenüber.At a distance from the outer circumference of the rotary member 9, a tension spring 14 is hinged, which biases the lever 10 for both the retracted as well as the extended position of the front transition F in the direction of either the stop 11 or the stop 12. The second end of the spring 14 is fixed and is, relative to the rotary member 9, the translation element 8 opposite.

Zur näheren Veranschaulichung ist in den Figuren 3 und 4 eine Totpunktachse für das System aus Hebel 10 und Stange 13 eingezeichnet. Es ist ersichtlich, dass beide Verriegelungspositionen für den Frontübergang F jeweils einer Übertotpunktlage entsprechen. Die Beibehaltung der jeweiligen Verriegelungslage des Hebels 10 an dem Anschlag 11 oder dem Anschlag 12 wird durch die Feder 14 gesichert. Wie aus Figur 3 hervorgeht, wird das System der Übertotpunktverriegelung, bestehend aus dem Rotationselement 9, dem Hebel 10, der Stange 13 und der Feder 14 durch die Feder 14 gegen den Anschlag 11 gezogen. Eine auswärts auf den Übergangsrahmen 2 einwirkende Kraft zieht die über Totpunktverriegelung nur mehr weiter gegen den Anschlag 11. Eine einwärts auf den Übergangsrahmen 2 einwirkende Kraft wird bauartbedingt durch die zusammengefaltete Frontübergangshälfte mit Anschlägen 15 sowie durch die Zugfeder 14 aufgenommen. Aufgrund der gewählten Geometrie kann eine nach innen gerichtete äußere Kraft nicht bewirken, dass die Totpunktlage des Systems erreicht wird, denn der Hebel 10 und die Stange 13 sind maximal deckungsgleich.For closer illustration is in the Figures 3 and 4 a dead center axis for the system of lever 10 and rod 13 located. It can be seen that both locking positions for the front transition F each correspond to an over-center position. The maintenance of the respective locking position of the lever 10 on the stop 11 or the stop 12 is secured by the spring 14. How out FIG. 3 shows the system of the Übertotpunktverriegelung, consisting of the rotary member 9, the lever 10, the rod 13 and the spring 14 is pulled by the spring 14 against the stop 11. An outwardly acting on the transition frame 2 force pulls the dead center over only further against the stop 11. An inwardly on the Transition frame 2 acting force is taken up by design by the folded front half of the transition with stops 15 and by the tension spring 14. Due to the chosen geometry, an inward external force can not cause the dead center of the system to be reached because the lever 10 and rod 13 are maximally congruent.

Im Hinblick auf die Verriegelungsstellung nach Figur 4 ist folgendes festzustellen: das System der Übertotpunktverriegelung wird in diesem Fall durch die Feder 14 gegen den Anschlag 12 gezogen. Eine auswärts gerichtete äußere Kraft, die auf den Übergangsrahmen 2 einwirkt, drückt die Übertotpunktverriegelung nunmehr weiter gegen den Anschlag 12. Eine einwärts wirkende äußere Kraft, die auf den Übergangsrahmen 2 einwirkt, wird durch die gekuppelte, gegenüberliegende Frontübergangshälfte, hier veranschaulicht durch Anschläge 16, sowie durch die Feder 14 aufgenommen. Aufgrund der gewählten Geometrie kann durch Einwirken einer solchen Kraft die Totpunktlage des Systems nicht erreicht werden, denn der Hebel 10 und die Stange 13 sind maximal deckungsgleich.With regard to the locking position according to FIG. 4 the following is to be noted: in this case, the system of the over-center locking is pulled by the spring 14 against the stop 12. An outwardly directed external force acting on the transitional frame 2 now pushes the over-center interlock further against the stop 12. An inwardly acting external force acting on the transitional frame 2 is provided by the coupled, opposite front transition half, here illustrated by stops 16, and received by the spring 14. Due to the selected geometry, the dead center of the system can not be achieved by the action of such a force, because the lever 10 and the rod 13 are maximally congruent.

In beiden Verriegelungspositionen bleibt ein Winkel zwischen dem Hebel 10 und der Stange 13 größer als Null.In both locking positions, an angle between the lever 10 and the rod 13 remains greater than zero.

Zum Ausschwenken des Frontübergangs F wird der Aktuator 6 angesteuert. Dieser dreht über das Übersetzungselement 8 das Rotationselement 9 und damit den Hebel 10. Bis zum Erreichen der Totpunktlage muss der Aktuator 6 die Kraft zum Schwenken des Übergangsrahmens 2 und die Kraft zum Spannen der Feder 14 aufbringen. Mit dem Überschreiten des Totpunktes wird das System zusätzlich durch die Feder 14 in die Endposition gezogen, bei der der Hebel 10 an dem Anschlag 12 zur Anlage gelangt.For swinging the front transition F of the actuator 6 is driven. This rotates about the translation element 8, the rotation element 9 and thus the lever 10. Until reaching the dead center, the actuator 6 has to apply the force for pivoting the transition frame 2 and the force for tensioning the spring 14. With the crossing of the dead center, the system is additionally pulled by the spring 14 in the end position, in which the lever 10 comes to rest on the stop 12.

Figur 5 zeigt eine weitere Ausführungsform mit nur einem Übergangsrahmen 16, der angetrieben und auf der Mittelpufferkupplung abgestützt ist. FIG. 5 shows a further embodiment with only one transition frame 16 which is driven and supported on the central buffer coupling.

Claims (12)

  1. Railway vehicle having a front passage (F), which has a passage frame (2), which is mounted on a supporting element starting from the vehicle body, the passage frame (2) being pivotably mounted in such a way that it can be moved between a retracted position, in which the passage frame (2) adopts a position substantially parallel to a front of the railway vehicle, with a bellows (B) of the front passage (F) being folded up, and an extended position, in which the passage frame (2) adopts a substantially vertical position, and an actuating device (V) for moving the passage frame (2) between the retracted position and the extended position furthermore being provided, characterized in that the actuating device (V) is designed in such a way that the passage frame (2) is locked both in the retracted position and in the extended position.
  2. Railway vehicle according to Claim 1, characterized in that the supporting element is formed by an arm (4) emanating from the vehicle body.
  3. Railway vehicle according to Claim 1, characterized in that the supporting element is formed by a central buffer coupling (3).
  4. Railway vehicle according to either of Claims 1 and 2, characterized in that the actuating device (V) has an actuator (6) which, via a transmission element (8), rotates a rotary element (9) which has a radially extending lever (10), the free end of which is pivotally attached to one end of a rod (13), the other end of which is pivotally attached to the passage frame (2).
  5. Railway vehicle according to Claim 4, characterized in that the transmission element (8), the lever (10) and the rod (13) are arranged in one plane.
  6. Railway vehicle according to Claim 5, characterized in that the plane is a plane which is horizontal relative to the railway vehicle.
  7. Railway vehicle according to Claim 6, characterized in that the retracted position and the extended position of the passage frame (2) are each assigned a stop (11, 12) for the lever (10).
  8. Railway vehicle according to Claim 7, characterized in that the stops (11, 12) are arranged in such a way that a unit consisting of the lever (10) and the rod (13) adopts an overcentre position both in the retracted position and in the extended position of the passage frame (2).
  9. Railway vehicle according to Claim 8, characterized in that the lever (10) is preloaded in the direction of the stops (11, 12).
  10. Railway vehicle according to Claim 9, characterized in that the lever (10) is preloaded with the aid of a spring element (14).
  11. Railway vehicle according to Claim 10, characterized in that the spring element (14) is formed by a tension spring, one end of which is pivotally attached to the lever (10) and the other end of which is fixed.
  12. Railway vehicle according to one of Claims 1 to 11, characterized in that a further, outer passage frame (16) is provided, which is connected to the passage frame (2) by a further bellows.
EP20090170015 2008-10-16 2009-09-11 Railway vehicle with a frontal communication passage Active EP2177417B8 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810051901 DE102008051901B4 (en) 2008-10-16 2008-10-16 Rail vehicle with a frontal crossing

Publications (3)

Publication Number Publication Date
EP2177417A1 EP2177417A1 (en) 2010-04-21
EP2177417B1 true EP2177417B1 (en) 2012-08-01
EP2177417B8 EP2177417B8 (en) 2012-09-26

Family

ID=41510854

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20090170015 Active EP2177417B8 (en) 2008-10-16 2009-09-11 Railway vehicle with a frontal communication passage

Country Status (3)

Country Link
EP (1) EP2177417B8 (en)
DE (1) DE102008051901B4 (en)
ES (1) ES2393587T3 (en)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19503081A1 (en) * 1995-02-01 1996-08-08 Goerlitz Waggonbau Gmbh Rail car with passenger crossover for inner, trailer or driving unit
DE59605456D1 (en) * 1995-03-15 2000-07-27 Huebner Gummi & Kunststoff Passenger crossing for a streamlined front end of rail vehicles
DE19602113A1 (en) * 1996-01-22 1997-07-24 Deutsche Waggonbau Ag Rail vehicle esp. double-stock trailer car

Also Published As

Publication number Publication date
EP2177417A1 (en) 2010-04-21
ES2393587T3 (en) 2012-12-26
DE102008051901A1 (en) 2010-06-10
EP2177417B8 (en) 2012-09-26
DE102008051901B4 (en) 2014-07-10

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