EP4644207A1

EP4644207A1 - A system for coupling a first coach to a second coach of a train

Info

Publication number: EP4644207A1
Application number: EP24174113.1A
Authority: EP
Inventors: Simon Schneider; Kothandabalamurali Muniyan
Original assignee: Huebner GmbH and Co KG
Current assignee: Huebner GmbH and Co KG
Priority date: 2024-05-03
Filing date: 2024-05-03
Publication date: 2025-11-05

Abstract

A system for coupling a first coach of a train to a second coach of the train, the system comprising a first bellows, wherein the first bellows provides protection of a passenger or an object moving via a bridge from the first coach to the second coach, wherein the first bellows comprises a first mounting frame and a first coupling frame (8), wherein the first mounting frame (9) is fixable to an end wall of a first body of the first coach; a first latching mechanism at the first coupling frame (8), wherein the first coupling frame (8) is releasably couplable by the first latching mechanism to a second receptacle at a second coupling frame (8) of a second bellows at the second coach; a first receptacle at the first coupling frame (8), wherein the first coupling frame (8) is releasably couplable by the first receptacle to a second latching mechanism at the second coupling frame (108); wherein the first latching mechanism and the first receptacle are arranged to transfer a tensile force acting between the first body of the first coach and a second body of the second coach during operation of the train; a first reversible shock absorber, wherein the first reversible shock absorber is arranged and located to transfer the tensile force and a compressive force between the first mounting frame (9) and the first coupling frame (8), and wherein the first reversible shock absorber is arranged and located to absorb the compressive force, once the compressive force exceeds a lower force threshold value; anda first non-reversible shock reducing element, wherein the first non-reversible shock reducing element is arranged and located to transfer the tensile force and the compressive force between the first mounting frame (9) and the first coupling frame (8), and wherein the first non-reversible shock reducing element is arranged and located to absorb the compressive force by creating a structural plastic deformation of at least a part of the first non-reversible shock reducing element, once the compressive force exceeds an upper force threshold value, wherein the upper force threshold value is larger than the lower threshold value.

Description

The present invention relates to a system for coupling a first coach of a train to a second coach of a train.
During almost 200 years of railways comprising an engine powered traction one of the crucial aspects of system design has been the coupling between the individual coaches of the train. In the prior art a plurality of different solutions for coupling the coaches are available.
Furthermore, in most passenger trains it is established that a gangway or bridge is provided between each two individual coaches in order to allow passengers and railway personnel to walk from one coach to the other.
In particular intermediate couplers put constrains on the train kinematics, mechanical resistance, and train dynamics. At the same time providing a mechanical coupler and a gangway system makes integration with the coach bodies more complex, space consuming and increases the weight of each individual coach.
Thus, there is a need for a system reducing complexity of the coupling and gangway between a first and a second coach.
According to the present invention the above object is solved by a system according to independent claim 1. For this purpose the system according to the present invention for coupling a first coach of a train to a second coach of a train comprises a first bellows, wherein the first bellows provides protection of an object moving via a bridge from the first coach to the second coach, wherein the first bellows comprises a first mounting frame and a first coupling frame, wherein the first mounting frame is fixable to an end wall the first body of the first coach.
The bellows protects any passenger or object moving along a bridge form from the first coach to the second coach. The bellows extends from a first end to a second end, wherein the first end is denoted the mounting frame, which mounting frame can be attached to the coach during system integration. The second end of the first bellows is denoted the first coupling frame, wherein the first coupling frame allows coupling of the first bellows to a second bellows mounted at the second coach.
Furthermore, the system according to the present invention comprises a first latching mechanism at the first coupling frame, wherein the first coupling frame is releasably couplable by the first latching mechanism to a second receptacle at a second coupling frame of the second bellows at the second coach. The system according to the present invention further comprises a first receptacle at the first coupling frame, wherein the first coupling frame is releasably couplable by the first receptacle to a second latching mechanism at the second coupling frame. It is apparent that the first coupling frame being part of the first bellows to be mounted at the first coach is complementary to a second coupling frame being part of a second bellows to be mounted at the second coach.
The first latching mechanism according to the present invention provides at least a frictional connection or a positive fit of the first coupling frame to the second coupling frame of the second bel-
lows attached to the second coach. In order to provide a coupling of first bellows, in particular its first coupling frame, to a second bellows, in particular a second coupling frame of the second bellows, the first bellows comprises a first latching mechanism and a first receptacle at the first coupling frame. The first latching mechanism interacts with a second receptacle at the second coupling frame of the second bellows to provide at least a frictional connection or a positive fit. Equally the first receptacle interacts with a second latching mechanism at the second coupling frame of the second bellows to provide at least a frictional connection or a positive fit.
The first bellows according to the present invention provides at least weather protection, pressure tightness or acoustic insulation. Bellows are known from the prior art according to multiple embodiments. In an embodiment, the first bellows comprises a plurality of folds or corrugations made of a tarpaulin with a flexible web-shaped material.
The first latching mechanism and the first receptacle are complementary to each other in that the first latching mechanism and the first receptacle would fit into each other to provide a mechanical coupling once mounted at opposite coupling frames of two coaches to be coupled. This means that the first latching mechanism is releasably couplable to a second receptacle at a second coupling frame of the second bellows at the second coach and the first receptacle is releasably couplable to a second latching mechanism at the second coupling frame of the second bellows at the second coach. The first and second latching mechanisms are identical to each as other as are the first and second receptacles.
According to the present invention, the first latching mechanism and the first receptacle are arranged to transfer a tensile force acting between the first body of the first coach and a second body of the second coach during operation of the train. In an embodiment of the present invention, the first latching mechanism and the first receptacle are arranged to transfer also a compressive force acting between the first body of the first coach and the second body of the second coach during operation of the train.
A tensile force in the sense of the present application is a force acting between the first coach and the second coach such that without any coupling means the two coaches would separate from each other. In contrast a compressive force in the sense of the present application is any force acting between the first coach and the second coach causing the first coach and the second coach to approach each other, i.e. to move closer together.
Furthermore, the system according to the present invention comprises a first reversible shock absorber, wherein the first reversible shock absorber is arranged and located to transfer the tensile force and a compressive force from the first mounting frame to the first coupling frame, wherein the first reversible shock absorber is arranged and located to absorb the compressive force, once the compressive force exceeds a lower force threshold value.
In summary the first reversible shock absorber according to the present invention is supported at the first mounting frame and the first coupling frame in order to transfer any tensile and compressive forces acting between the two. Once the compressive force exceeds the lower force threshold value the first reversible shock absorber absorbs the compressive force. With this respect the first reversible shock absorber takes over functionality of a conventional buffer.
The first shock absorber being reversible requires that after having absorbed a compressive force exceeding the lower force threshold value will return to its original state and functionality. A reversible shock absorber is for example provided by a spring in combination with a hydraulic or pneumatic damper.
In an embodiment, the first reversible shock absorber is a fully recoverable gas hydraulic damper allowing energy absorption up to 10 km/h and preferably up to 20 km/h.
Finally, the system according to the present invention comprises a first non-reversible shock reducing element, wherein the first non-reversible shock reducing element is arranged and located to transfer the tensile force and the compressive force from the first mounting frame to the first coupling frame, and wherein the first non-reversible shock reducing element is arranged and located to absorb the compressive force by creating a structural plastic deformation of at least part of the first non-reversible shock reducing element, once the compressive force exceeds an upper force threshold value. The upper force threshold value is larger than the lower threshold value.
It is the functionality of the first non-reversible shock reducing element to absorb a compressive force in an extraordinary or emergency situation, wherein the compressive force exceeds a second force threshold value. Thus, the first reversible shock absorber accommodates the compressive force exceeding the lower force threshold value and being smaller than the upper force threshold value, while the first non-reversible shock reducing element the compressive force exceeding the upper force threshold value.
The combination of the first first reversible shock absorber and the first non-reversible shock reducing element is a very effective way of enabling rolling stock to have good crash protection and low operating costs by avoiding repair costs arising from minor collisions and coupling activities.
According to a further embodiment, once the collision speed increases the first reversible shock absorber and the first non-reversible shock reducing element together absorb more energy across their combined stroke. This allows the combination of the first reversible shock absorber and the first non-reversible shock reducing element to protect the coaches at crash speeds up to 40 km/h, preferably up to 40 km/h.
It is the basic concept of the system according to the present invention to replace the mechanical coupler mounted to the first body and the mechanical coupler mounted to the second body by integrating the reversible shock absorber and the non-reversible shock reducing element into the first and second bellows. The system according to the present invention combines the functionalities of a bellows and a mechanical coupler of the prior art in a single system.
Furthermore, at least in an embodiment, the system according to an embodiment allows to reduce to the overall weight of a train. Furthermore, in an embodiment the system according to an embodiment reduces space or footprint constraints for cable routing and pneumatic piping. In a further embodiment the system lowers maintenance costs as the coupling according to a design can withstand harsh conditions. Finally, in an embodiment the system integrates data and/or power transfer between coaches.
In the sense of the present invention the word "first" is used to denote elements to be mounted at the first coach of the train, wherein the term "second" is used in order to denote elements to be mounted to the second coach of the train.
In an embodiment of the present invention, the first reversible shock absorber and the first non-reversible shock reducing element are mounted in series between the first mounting frame and the first coupling frame.
According to the independent claim the system consists of the first half attached to the first coach, only.
In an embodiment of the present invention, the first reversible shock absorber comprises a frame end and a connecting end, wherein the first non-reversible shock reducing element comprises a frame end and a connecting end, wherein the connecting end of the first reversible shock absorber
is mechanically coupled to the connecting end of the first non-reversible shock reducing element, wherein the frame end of the first reversible shock absorber is mounted to one of the first mounting frame and the first coupling frame, and wherein the frame end of the first non-reversible shock reducing element is mounted to the respective other one of the first mounting frame and the first coupling frame.
In a further embodiment, the frame end of the non-reversible shock reducing element is mounted to the mounting frame.
In a further embodiment of the present invention, the first reversible shock absorber comprises a hydraulic damper, and a spring reverting the first reversible shock absorber into an initial position after absorbing the compressive force. In an embodiment of the present invention the first non-reversible shock reducing element comprises a tube and a mandrel, wherein the mandrel is coaxially guided in the tube, and wherein upon the compressive force exceeding the upper force threshold value the tube expands or collapses over the mandrel.
Such a deformation tube is an effective way of enabling the coaches to have a good crash protection and low operating costs. At the same time the deformation tube creates a highly repeatable structural plastic deformation that together with friction determines the deformation force and determines the energy which can be absorbed by the first non-reversible shock reducing element.
In a further embodiment, the system comprises two sets of a first reversible shock absorber and a first non-reversible shock reducing element, wherein a first set is mounted between the first mounting frame and the first coupling frame on a first side of the first bellows, and wherein a second set is mounted between the first mounting frame and the first coupling frame on a second side of the first bellows.
By distributing the tensile and compressive force transfer between the two sides of the first bellows the footprint of the individual set formed by the first reversible shock absorber and the first non-reversible shock reducing element is reduced. Furthermore, the symmetry of the design enhances the kinematics as well as the shock absorption properties.
According to a further embodiment of the present invention, the first bellows comprises a lower and end and a height measured parallel to the first mounting frame and to the first coupling frame, wherein the first reversible shock absorber and the first non-reversible shock reducing element are mounted to the first mounting frame and to the first coupling frame at a distance from the lower end of the first bellows being larger than half the height.
By this arrangement mechanical linkage between the first coach on the second coach is moved upwardly compared to a design of intermediate couplers of the prior art.
The design according to this embodiment also allows to implement further concepts of shock absorption in a space of the coach not covered by parts like wheels and bogie.
So far only the first half of the system as it is mounted to the first body of the first coach has been described. It is apparent that the second half mounted to the second coach is complementarily designed. Consequently, according to a further embodiment, the system comprises a second bellows, wherein the second bellows provides protection of the passenger or the object moving via the bridge from the first coach to the second coach, wherein the second bellows comprises a second mounting frame and a second coupling frame, wherein the second mounting frame is fixable to an end wall of a second body of the second coach. Furthermore, the system in this embodiment comprises a second latching mechanism at the second coupling frame, wherein the second coupling frame is releasably coupled by the second latching mechanism to the first receptacle at the first coupling frame. Still further, in this embodiment the system comprises a second receptacle at the second coupling frame, wherein the second coupling frame is releasably coupled by the second receptacle to the first latching mechanism at the first coupling frame. The second latching mechanism and the second receptacle are arranged to transfer the tensile force acting between the first body of the first coach and the second body of the second coach during operation of the train. Also the system according to this embodiment comprises a second reversible shock absorber, wherein the second reversible shock absorber is arranged and located to transfer the tensile force and the compressive force from the second mounting frame to the second coupling frame, and wherein the second reversible shock absorber is arranged and located to absorb the compressive force acting between the first body of the first coach on the second body of the second coach during operation of the train, once the compressive force exceeds the lower force threshold value. Finally, the system in this embodiment comprises a second non-reversible shock reducing element, wherein the second non-reversible shock reducing element is arranged and located to transfer the tensile force and the compressive force between the second mounting frame to the second coupling frame, and wherein the second non-reversible shock reducing element is arranged and located to absorb the compressive force by creating a structural plastic deformation of at least a part of the second non-reversible shock reducing element, once the compressive force exceeds the upper force threshold value.
In the prior art typically, coaches derailed from the track are brought back onto the track by a rescue train. The rescue train grabs the derailed coach at its coupler. The rescue train them lifts the derailed coach and pulls it sideward until the wheels are aligned with the rails again. Then the derailed coach is lowered and can be moved on the track as before. However, grabbing the coach at its coupler is no longer possible once a coach is equipped with the system according to the present invention combining the functionalities of a bellows and a coupler in a single system.
Thus, according to an embodiment of the present invention a kit is provided, which kit comprises the system according to an embodiment as it has been described before and a centering assembly mountable on the system.
In an embodiment, the centering assembly comprises a guiding bar and a shifting means. The guiding bar is fixedly mountable at the first mounting frame or at the first coach such that it is fixed in a transverse direction of the first coach. The shifting means is mountable at the first coupling frame and is coupled to the guiding bar such that the shifting means in a first state is movable relatively to the guiding bar in the transverse direction. Further, the shifting means in a second state is fixed at a selected position in the transverse direction at the guiding bar.
Thus, the centering assembly allows to push the bellows, in particular the first coupling frame of the derailed coach sideward towards the track. Once the coupling frame has approximately reached the center of the track, where it can match a complementary coupling frame the shifting means is fixed relative to the guiding bar.
In a further embodiment the shifting means comprises two carriages, a spring and two connecting rods. The two carriages are each movably mounted at the guiding bar. The spring biases the two carriages towards each other. Each of the two connecting rods is pivotably mounted at one of the two carriages and is pivotably mounted at a fixed transverse position at the first coupling frame. By tensioning the two carriages towards each other the shifting means distances the first coupling frame from the first mounting frame, i.e. towards a second coupling frame of a healthy second coach.
In yet a further embodiment, the kit comprises a screw on frame mountable to a healthy coach or to a rescue train, which screw on frame is when mounted is fixed in the transverse direction of the healthy coach or of the rescue train. In an embodiment, the screw on frame is complementary to the first coupling frame and allows to lift the first coach at its first coupling frame upwardly and move the first coach sideward towards the track.
Furthermore, at least one of the above objects is solved by a coach comprising a system according to an embodiment as it has been described above, wherein the first mounting frame of the first bellows is mounted to an end wall of the coach.
In an embodiment the coach does not comprise a coupler in addition to the first bellows.
At least one of the above objects is also sold by a train comprising a first coach according to an embodiment as it has been described above and a second coach according to an embodiment as it has been described above. In this train the first mounting frame of the first bellows is mounted to the first end wall of the first coach, and the second mounting frame of the second bellows is mounted to the second end wall of the second coach. The first coupling frame is releasably coupled to the second coupling frame.
The system as it has been described above is in particular useful for trains, wherein at least two coaches of the train, in particular the first coach and the second coach are engine powered. Powering the coaches of a train reduces the forces between any coupled coaches during normal operation of the train.
According to a further embodiment, the train is an articulated train.
According to a different embodiment, the train can be a non-articulated train.
Further advantages, features and possible applications of the present invention will become more understandable from the following description of embodiments and the accompanying figures. In the figures like elements are denoted by identical reference numbers.

Figure 1: is a front view of a system according to the present invention.
Figure 2: is a cut-away side view of the system of Figure 1.
Figure 3: is an isometric view of a kit comprising the system of Figures 1 and 2 and a centering assembly.
Figure 4: is a schematic side view of the compression set of the system of Figures 1 to 3.
Figure 5: is an isometric view of a first coach and a second coach with a system according to the present invention.
Figure 6: is a cut-away side view of the system of Figure 5.

Figures 1 to 3 only show the elements of the system 1 denoted as the respect first elements, i.e. a part of the system 1 being attached to a first coach 21. Identical elements denoted as the second elements are provided at a second coach 22 to be coupled to the first coach 22. Figure 5 is a schematic side view of a first body 23 of the first coach 21 and a second body 24 of the second coach 22 with a system 1 comprising the first and second elements. Figure 6 visualizes the system 1 of Figure 5 with the first and second elements in more detail.
The system 1 of Figures 1 to 3 comprises a first bellows 2, a first latching mechanism 3, a first receptacle 4, and two first compression sets 5.
The first bellows 2 consists of a corrugated cover 7, a first coupling frame 8 and a first mounting frame 9. The corrugated cover 7 protects a passenger moving via a bridge 10 supported by bridge support scissors 11 between the two coaches coupled by the system 1. The first mounting frame 9 is mounted to a body of the first coach, wherein the first coupling frame 8 serves to couple the first bellows 2 to a second bellows 102 at a second body 24 of a second coach 22.
In order to additionally fulfill the functionalities of a conventional mechanical coupler of a railway coach, the system 1 must transfer tensile forces as well as compressive forces acting between the two coupled coaches.
Transfer of tensile forces requires at least a form-fit or a force-fit element at the first coupling frame 8 and a complementary element at the second coupling frame. In order to provide the mechanical fit transferring tensile forces, the system 1 comprises a first latching mechanism 3 at the first coupling frame 8. Furthermore, the system comprises a first receptacle 4 also provided at the first coupling frame 8. The first latching mechanism 3 and the first receptacle 4 are complementary to each other in that they would fit together once mounted at opposite coupling frames. It is easily understandable that the first latching mechanism 3 thus is releasably couplable to a second receptacle at the second coupling frame 108 of the second bellows 102 at the second coach 22. In turn, the first receptacle 4 is releasably couplable to a second latching mechanism at the second coupling frame 108. It is apparent that the second latching mechanism is identical to the first latching mechanism and the second receptacle is identical to the first receptacle.
In the embodiment described with reference to the figures, the first latching mechanism 3 and the first receptacle 4 and their counterparts at the second coupling frame cannot only transfer tensile forces, but also compressive forces. Still, as compressive forces move the two coaches towards each other, compressive forces can also be accommodated by the entire first and second coupling frames.
A bellows comprising a mounting frame and a coupling frame according to the prior art would simply collapse once a compressive force is applied as it is typically accommodated by the buffer of the coupling. I.e. in the prior art the coupling frame would move towards the mounting frame as all functionalities to accommodate compressive forces are provided by an additional coupler and or buffers.
In order to deal with the tensile forces and the compressive forces, the system 1 according to the figures comprises two compression sets 5. The design and functionality of each of the compression sets 5 is now described with reference to figure 4.
Each compression set 5 is mounted by a first joint 12 to the mounting frame 9 and by a second joint 13 to the first coupling frame 8. The compression set 5 consists of four sections, namely a tension spring 14, a first reversible shock absorber 15, a distance rod 16 and a deformation tube 17. The deformation tube 17 implements the first non-reversible shock reducing element in the sense of the present invention.
The compression set 5 under normal operation conditions transfers tensile forces and compressive forces between the first coupling frame 8 and the first mounting frame 9,
The first reversible shock absorber 15 absorbs the compressive force, once the compressive force exceeds a lower force threshold value. In the example given the first reversible shock absorber 15 is a fully recoverable gas hydraulic damper allowing energy absorption up to 10 km/h, preferably up to 20 km/h. With this respect the first reversible shock absorber 15 fulfils the functionality of a conventional buffer. After having absorbed a compressive force exceeding the lower force threshold value the first reversible shock absorber 15 will return to its original state and functionality.
The first deformation tube 17 is arranged and located to transfer the tensile force and the compressive force from the first mounting frame to the first coupling frame, and absorb the compressive forces by creating a structural plastic deformation of a tubular collar 18 and a mandrel 19, wherein the mandrel 19 is coaxially guided in the tubular collar 18. Upon the compressive force exceeding an upper force threshold value being larger than the lower force threshold value the tubular collar 18 expands or collapses over the mandrel 19. The first reversible shock absorber 15 and the deformation tube 17 are arranged in series between the first mounting frame 9 and the first coupling frame 8.
The combination of the first reversible shock absorber 15 and the first deformation tube 17 protects the coaches at crash speeds up to 36 km/h.
The first bellows 2 comprises a lower end 20 and has a height h measured parallel to the first mounting frame 9 and the first coupling frame 8, wherein the two first compression sets 15 are mounted to the first mounting frame 9 and to the first coupling frame 8 at a distance D from the lower end 20 of the first bellows 2 being larger than half the height h.
The first coupling frame 8 of the first bellows 2 is mounted to a first body 23 of a first coach 21 as shown in Figures 5 and 6. A complementary second bellows 102 of the system 1 is mounted to a second body 24 of a second coach 22. The second bellows 102 comprises a design identical to the design of the first bellows 2.
In the prior art typically, coaches derailed from the track are brought back onto the track by a rescue train. The rescue train grabs the derailed coach at its coupler. The rescue train them lifts the derailed coach and pulls it sideward until the wheels are aligned with the rails again. Then the derailed coach is lowered and can be moved on the track as before. However, grabbing the coach at its coupler is no longer possible once a coach is equipped with the system according to the present invention combining the functionalities of a bellows and a coupler in a single system.
Figure 3 shows a kit comprising the system 1 as it has been described with reference to Figures 1 and 2 as well as 4 to 6 before and a centering assembly 6. The centering assembly is mounted to the system 1 only after the first coach 21 has derailed and must be recovered.
The centering assembly 6 comprises a guiding bar and a shifting means. The guiding bar is implemented as a rod 25 mounted at the first mounting frame 9. The rod 25 is fixed in the transverse direction 26 of the first coach 21. The shifting means is realized by two tubular carriages 27 extending concentrically with respect to the rod 25, a centering assembly spring 28 and two connecting rods 29. The two tubular carriages 27 are each slidably mounted on the rod 25. However, their position along the rod 25 can be fixed by a clamping mechanism such that the first coupling frame 8 is held in a transverse position during recovery of the derailed first coach 21.
The centering assembly spring 28 retains the first bellows 2 in the center position during a coupling process. It biases the two tubular carriages 27 towards each other. Each of the two connecting rods 29 is pivotably mounted at one of the two tubular carriages 27 and is pivotably mounted at a fixed transverse position at the first coupling frame 8. By tensioning the two tubular carriages 27 towards each other the shifting means distances the first coupling frame 8 from the first mounting frame 9, i.e. towards a second coupling frame of a healthy second coach.
Thus, the centering assembly 6 allows to push the first coupling frame of the derailed first coach 21 sideward towards the track. Once the first coupling 8 frame has approximately reached the center of the track, where it can match a complementary coupling frame two tubular carriages 27 are fixed relative to the rod 25.
For the purposes of the original disclosure, it is pointed out that all features as they become apparent to a person skilled in the art from the present description, the drawings and the claims, even if they have been specifically described only in connection with certain further features, can be combined both individually and in any desired combinations with other of the features or groups of features disclosed herein, unless this has been expressly excluded or technical circumstances render such combinations impossible or pointless. A comprehensive, explicit description of all conceivable combinations of features is omitted here only for the sake of brevity and readability of the description.
While the invention has been illustrated and described in detail in the drawings and the foregoing description, this illustration and description are merely exemplary and are not intended to limit the scope of protection as defined by the claims. The invention is not limited to the embodiments disclosed.
Variations of the disclosed embodiments will be apparent to those skilled in the art from the drawings, description and appended claims. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "one" or "a" does not exclude a plurality. The mere fact that certain features are claimed in different claims does not exclude their combination. Reference signs in the claims are not intended to limit the scope of protection.

Reference numbers

1: system
2: first bellows
3: first latching mechanism
4: first receptacle
5: compression set
6: centering assembly
7: corrugated cover
8: first coupling frame
9: first mounting frame
10: bridge
11: bridge support scissors
12: first joint
13: second joint
14: tension spring
15: reversible shock absorber
16: distance rod
17: deformation tube
18: collar
19: mandrel
20: lower end
21: first coach
22: second coach
23: first body
24: second body
25: rod
26: transverse direction
27: tubular carriage
28: centering assembly spring
29: connecting rod
39: kit
102: second bellows
104: second receptacle
108: second coupling frame
109: second mounting frame
h: height of the first bellows
D: distance of the first compression sets from the lower end of the first bellows

Claims

A system (1) for coupling a first coach (21) of a train to a second coach (22) of the train, the system (1) comprising
a first bellows (2),
wherein the first bellows (2) provides protection of a passenger or an object moving via a bridge (10) from the first coach (21) to the second coach (22),

wherein the first bellows (2) comprises a first mounting frame (9) and a first coupling frame (8),
wherein the first mounting frame (9) is fixable to an end wall of a first body (23) of the first coach (21);

a first latching mechanism (3) at the first coupling frame (8),
wherein the first coupling frame (8) is releasably couplable by the first latching mechanism (3) to a second receptacle (104) at a second coupling frame (8) of a second bellows (102) at the second coach;

a first receptacle (4) at the first coupling frame (8),
wherein the first coupling frame (8) is releasably couplable by the first receptacle (4) to a second latching mechanism at the second coupling frame (108);

wherein the first latching mechanism (3) and the first receptacle (4) are arranged to transfer a tensile force acting between the first body of the first coach (21) and a second body of the second coach (22) during operation of the train;

a first reversible shock absorber (15),
wherein the first reversible shock absorber (15) is arranged and located to transfer the tensile force and a compressive force between the first mounting frame (9) and the first coupling frame (8), and

wherein the first reversible shock absorber (15) is arranged and located to absorb the compressive force, once the compressive force exceeds a lower force threshold value; and

a first non-reversible shock reducing element (17),
wherein the first non-reversible shock reducing element (15) is arranged and located to transfer the tensile force and the compressive force between the first mounting frame (9) and the first coupling frame (8), and

wherein the first non-reversible shock reducing element (15) is arranged and located to absorb the compressive force by creating a structural plastic deformation of at least a part of the first non-reversible shock reducing element (15), once the compressive force exceeds an upper force threshold value, wherein the upper force threshold value is larger than the lower threshold value.
The system (1) according to the previous claim,
wherein the first reversible shock absorber (15) comprises a frame end and a connecting end,

wherein the first non-reversible shock reducing element (17) comprises a frame end and a connecting end,

wherein the connecting end of the first reversible shock absorber (15) is mechanically coupled to the connecting end of the first non-reversible shock reducing element (17),

wherein the frame end of the first reversible shock absorber (15) is mounted to one of the first mounting frame (9) and the first coupling frame (8), and

wherein the frame end of the first non-reversible shock reducing element (17) is mounted to the respective other one of the first mounting frame (9) and the first coupling frame (8).
The system (1) according to any one of the previous claims,
wherein the first reversible shock absorber (15) comprises a hydraulic damper (15) and a spring reverting the first reversible shock absorber (15) into an initial position after absorption of the compressive force.
The system (1) according to any one of the previous claims,
wherein the first non-reversible shock reducing element (17) comprises a tube (18) and a mandrel (19), wherein the mandrel (19) is coaxially guided in the tube (18) and

wherein upon the compressive force exceeding the upper force threshold value the tube (18) expands or collapses over the mandrel (19).
The system (1) according to any one of the previous claims,
wherein the system (1) comprises two sets of a first reversible shock absorber (15) and a first non-reversible shock reducing element (15),

wherein a first set (5) is mounted between the first mounting frame (9) and the first coupling frame (8) on a first side of the first bellows (2) and

wherein a second set (5) is mounted between the first mounting frame (9) and the first coupling frame (8) on a second side of the first bellows (2).
The system (1) according to any one of the previous claims,
wherein the first bellows (2) comprises a lower end and a height measured parallel to the first mounting frame (9) and the first coupling frame (8),

wherein the first reversible shock absorber (15) and the first non-reversible shock reducing element (17) are mounted to the first mounting frame (9) and to the first coupling frame (8) at a distance from the lower end of the first bellows (2) being larger than half the height.
The system (1) according to any one of the previous claims,
wherein the system (1) comprises a second bellows (102),

wherein the second bellows (102) provides protection of a passenger or an object moving via the bridge (10) from the first coach (21) to the second coach (22), wherein the second bellows (102) comprises a second mounting frame (109) and a second coupling frame (8),

wherein the second mounting frame (109) is fixable to an end wall of a second body of the second coach (22); a second latching mechanism at the second coupling frame (108),

wherein the second coupling frame (108) is releasably coupled by the second latching mechanism to the first receptacle (4) at the first coupling frame (8); a second receptacle (104) at the second coupling frame (108),

wherein the second coupling frame (108) is releasably coupled by the second receptacle (104) to the first latching mechanism (3) at the first coupling frame (8);

wherein the second latching mechanism and the second receptacle (104) are arranged to transfer the tensile force between the first body of the first coach (21) and the second body of the second coach (22) during operation of the train;
a second reversible shock absorber,
wherein the second reversible shock absorber is arranged and located to transfer the tensile force and the compressive force between the second mounting frame (109) and the second coupling frame (108), and

wherein the second reversible shock absorber is arranged and located to absorb the compressive force acting between the first body of the first coach (21) and the second body of the second coach (22) during operation of the train, once the compressive force exceeds the lower force threshold value; and a second non-reversible shock reducing element,

wherein the second non-reversible shock reducing element is arranged and located to transfer the tensile force and the compressive force between the second mounting frame (109) and the second coupling frame (108), and

wherein the second non-reversible shock reducing element is arranged and located to absorb the compressive force by creating a structural plastic deformation of at least a part of the second non-reversible shock reducing element, once the compressive force exceeds an upper force threshold value.
A kit (30) comprising the system (1) according to any one of the previous claims and a centering assembly (6) mountable on the system (1),
wherein the centering assembly (6) comprises a guiding bar (25) and a shifting means (26), wherein the guiding bar (25) is fixedly mountable at the first mounting frame (9) or at the first coach (21),

wherein the shifting means (26) is mountable at the first coupling frame (9) and is coupled to the guiding bar (25) such that the shifting means (26) in a first state is movable relatively to the guiding bar (25), and

wherein the shifting means (26) in a second state is fixed at a selected position in at the guiding bar (25).
A coach (21, 22) comprising a system (1) according to any one of the previous claims,
wherein the first mounting frame (9) of the first bellows (2) is mounted to an end wall of the coach (21, 22).
The coach (21, 22) according to the previous claim,
wherein the coach (21, 22) does not comprise a coupler in addition to the system (1).
A train comprising a first coach (21) according to the previous claim and a second coach (22) according to the previous claim,
wherein the first mounting frame (9) of the first bellows (2) is mounted to the first end wall of the first coach (21), wherein the second mounting frame (109) of the second bellows (102) is mounted to the second end wall of the second coach (22), and wherein the first coupling frame (8) is releasably coupled to the second coupling frame (108).
The train according to the previous claim,
wherein at least two coaches (21, 22) of the train are powered.
The train according to any one of claims 9 and 10,
wherein the train is an articulated train.