FI71273C - CORRIDOR CONSTRUCTION MELLAN JAERNVAEGSVAGNAR - Google Patents

Abstract

1. Device for intercommunication between rail-road cars, comprising a retractable half-corridor formed by a rigid ring (1) joined to the car body (4) and provided with hook-engagement means (56, 57) for rigidly fixing it to a similar ring (1a) which is joined to another car and with means (2, 5, 3) for suspending the ring (1) from the car body (4), characterized in that these suspension means comprise a top rod (2) which is attached to the top portion of the ring (1) and rests on two lateral supports (3) attached to the car body (4) by means of a swivel bracket (9) which permits their rotation about a vertical axis independently of each other.

Description

! 71273

Corridor structure between railway wagons

The present invention relates to an interconnection device between two railway carriages, comprising an interconnection device for use between two railway carriages, having a retractable aisle half formed by a supporting ring or a tube connected to the carriage body and having hook means for connecting the tire to the corresponding -10 or a tube attached to another carriage and means for hanging the tire on the carriage.

Above all, the corridor between railway wagons must be tight, regardless of the mutual position of the wagons connected to each other, specifically in the curved sections of the track.

15 In addition, the sound insulation of the corridor must be good.

Efforts have been made to improve the tightness of the aisle by forming it with two supporting rectangular ring sections connected to the carriage in question and locked together. Structures of this type include 20 collapsible aisle halves made of rings as a telescopic structure. One ring is attached to a pivot shaft in the carriage and the other has devices for securing it to the corresponding tire of the other carriage. However, the clearance in the telescopic structure can be dangerous for passengers. In addition, the only horizontal movement in the aisle is the pivoting movement in the shaft, so the turning angle is naturally quite large. This again takes up a large space from the trolley, reducing the space available for passengers. In addition, the pivot-30 movement requires a very large opening at the end of the carriage, which can only be effectively covered by dome-shaped sliding lids. Nor can such a structure be coupled to other types of wagons, the so-called to the classic wagon type.

The present invention seeks to develop a sealing device comprising a rigid ring structure, the space required of which does not reduce the interior space of the carriage 2 71273 and which can be easily connected to the so-called to the classic wagon type.

According to the invention, this is achieved in that the suspension means comprise an upper rod fixed to the upper part of the ring and supported by two side supports fixed to the carriage body by an articulated structure which allows them to pivot about a vertical axis independently of each other. with a fastener which 10 allows an angular displacement of the rod relative to the ring in all directions.

Due to this po. the structure "absorbs" certain irregularities in the track, e.g. S-curves with a small radius, so that the angle of the turns of the corridor is always quite small, which considerably reduces the need for space. Thus, the structure of the carriage head has practically not been changed compared to the classic carriages, so the coupling can be performed on them.

According to a preferred construction of the invention, the fastening devices comprise an upper rod which is fastened to the upper part of the ring and rests on two side supports which are fastened to the car body by means of an articulated structure so that they can pivot independently on the vertical axis.

25 Due to the turning of the supports, the tire can move parallel to the direction of travel of the wagon.

In addition, the upper rod is attached to the upper part of the ring by a connecting part, thanks to which the angular displacement of the rod with respect to the ring is possible in all directions, so that the ring 30 can turn in the three axes mentioned above.

The device according to the invention thus comprises two guide parts which are fixed to the carriage body in such a way that they pivot coaxially with respect to the pivoting movement of the side supports. The guide parts are connected to each other by a connecting rod 35 which is connected to the lower part of the ring.

Due to the different turning defects of the side supports and guide parts, the tire acquires a certain inclination, which is possible, for example, when there is a certain level difference between the carriages.

In order for the ring to move freely, the coupling rod is connected to the lower part of the ring by a connecting part which allows movement between the rod and the ring both in the direction of travel of the carriage and transversely in the horizontal direction.

The coupling rod goes between the teeth of the arms attached to the bottom of the ring. The distance between the teeth is then greater than the thickness of the rod.

10 This connection allows the tire to turn slightly sideways and tilt. There is no fixed connection between the ring and the coupling rod which would act as a support device, but the support function takes place exclusively at the point where the ring is suspended on the upper rod.

According to a further structure of the invention, which is specifically required when coupling to other types of carriages, the side supports and guide parts are connected to the carriage body by resilient projections which pivot them 20 so that the ring extends outside the carriage.

This cantilever structure is needed when coupling to a similar ring. When coupling to another type of trolley, the tire is retracted.

The device according to the invention further comprises an auxiliary mechanism with which the ring can be retracted towards the carriage against the flexible projections.

Other features and advantages of the invention will become apparent from the following detailed description with reference to the accompanying drawings. They are intended only as an example and do not limit the scope of the invention.

Fig. 1 is a side view of the ring in partial section and comprising a side support and a guide part seen from inside the carriage, Fig. 2 is a section along the line II-II in Fig. 1, Figs. 3, 4 and 5 are planar sections along the lines III-III, IV-IV and VV in Fig. 2; 4 71273 Fig. 6 is a section along the line VI-VI in Fig. 1, Fig. 7 is a perspective view of the device according to the invention seen from inside the carriage, Fig. 8 is a plan view and illustrates the interaction of the two interconnected carriage structures, Figs. 9 and 10 are side sections in the carriage symmetry illustrate two coupling steps, Fig. 11 is an enlarged fragmentary view of Fig. 8, Figs. 12 and 13 correspond to Fig. 11, but show other operation steps; Fig. 14 is a section along the line XIV-XIV in Figs. 11 and 13; Fig. 15 is a section along the line XV- in Fig. 13. XV, Fig. 16 is a partial side view of the inside of the carriage and shows the auxiliary mechanism, Figs. 17 and 18 are sections of lines XVII-XVII in Fig. 16; a XVIII-XVIII, Figs. 19 and 20 are diagrams showing the operation of the auxiliary mechanism 20, Figs. 21-23 are simplified planar sections and illustrate the aisle structure between carriages in positions corresponding to typical track shapes, Fig. 24 is a simplified planar section and shows operation of the device according to the invention in another type of carriage, Figs. 25-27 otherwise correspond to Fig. 24, but show positions corresponding to typical shapes of the track, and Fig. 28 shows diagrammatically the different degrees of movement of the tire.

The aisle structure between the two carriages shown in Figures 1-8 comprises a ring 1 in each carriage. It 35 is a sturdy metal frame forming a passage and has a rubber 10 at its outer edge which seals to the corresponding edge 10a of the carriage 1a of the other carriage (Fig. 8).

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The ring 1 is attached to a horizontal upper bar 2, the ends of which rest on side supports 3, which in turn are attached to the carriage body 4.

The ring 1 has a bearing 5 to which the put-5 ki 6 is attached by means of a pad 7 made of flexible material. The rod 2 moves in the tube 6 both in the axial direction and also in such a way that it can turn in all directions by means of a flexible pad 7.

Each side support 3 has a vertical tube 8 which pivots 10 in a bearing 9 fixed to the carriage body 4 and rests by means of a spring 11 likewise on a ball bearing 12 fixed to the body 4.

A support arm is attached to each tube 8. It is horizontal and at its end is a pivot bearing 30 in which 15 the upper rod 2 moves.

It is clear that the symmetrical pivoting movement of the side supports makes it possible for the ring 1 to move in the direction of travel of the carriage, i.e. perpendicular to the plane of Fig. 1. Lateral movement is again generated by the movement of the rod 2 in the bearing 20 and in the tube 6. Vertical movement is possible by means of the variable compression of the spring 11.

When the supports 3 turn, the ring 1 is able to turn in its vertical axis. In addition, it can tilt when the tube 6 pivots on the rod 2 and pivot laterally by means of a flexible pad 25 7.

The control device 14 comprises a tube 15 which is coaxial with the tube 8 and rests on it by means of a shoulder 16. The tube 15, which can rotate freely relative to the tube 8, is provided at its lower end with a lever arm 17 which is articulated to a connecting rod 18. The rod 18 connects the arm 17 to a symmetrical control device (not shown in the figure). The ends of the rod 18 have elongated holes 20, which allow the structure formed by the rod and the articulated arm to change.

35 The position of the rod 18 is such that it does not touch the lower part of the ring 1, but is a few millimeters away from it (distance d).

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The connecting rod 18 joins the ring only through the arms 19 attached to the ring. The distance between the teeth of the arms 19 is slightly greater than the strength of the rod (Fig. 6). As a result, the lower part of the ring can move somewhat laterally.

A return arm 21 is further attached to each tube 15. It is connected to the carriage body by a tension spring 22 fixed to the body by a connecting portion 23. This is outside the body relative to the common shaft 10 of the tubes 8 and 15 (Fig. 3).

The support arms 13 are connected by springs 24 to respective connecting parts 25 (Fig. 4).

The springs 24 pivot the support arms 13 and the lever arms 17 so that the ring 1 comes outside the carriage and thus forms flexible projections.

In this movement, the side supports 3 act as control devices in a manner corresponding to the control devices 14. However, because they have a specific support function, they are called support components.

The auxiliary shaft 26 is fixed to the bearings 27 fixed to the vertical run size and supports two arms 28 and 29 with rollers connected to the plates 31 and 32. The plates are in turn attached to the return arm 12 and the support arm 13.

The shaft 26 supports an arm 33 connected to the arm 34 of the lifting device 35 (Fig. 3). The lifting device 35 pivots the side supports 13 and the steering devices 14 by means of the shaft 26. The auxiliary mechanism comprising this lifting device and a lifting device symmetrical with it will be described in detail later.

Figure 28 shows the different degrees of movement of the tire with the arrows at the parts in question. This shows: - vertical movements (springs 11), - horizontal movement (bearing 5 and arms 19), 35 - movement in the vertical axis (pivoting movements of the supports 3 and devices 14), - movement in the horizontal axis (both the pivoting movement of the unit 3 and the devices 14). turning movement of the unit).

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The pivoting movement on the horizontal axis, which is perpendicular to the plane of the image, arises from the different displacements of the upper and lower ends of the tire.

The horizontal movement perpendicular to the plane 5 of the image consists of similar and simultaneous turning movements of the supports 3 and the devices 14.

Two membranes 36 of flexible material (e.g. rubber) are placed vertically on the side of the ring 1 (Fig. 8). Each plate is attached to the front of the tire 10 to the edge 37 of the carriage frame 4. The plates are curved in the direction of the vehicle outer side and functionally related to the vehicle structure similar to the ring la affixed to the membranes 36a.

The corrugated films 38 made of a similar material extend over the entire circumference of the ring. They are attached both to the inner edge 39 of the tire and to the carcass body 4 and insulated from the inside of the carriage by partitions 41 which form an extension to the lateral protective parts 42 articulated to the inner walls of the tire by resilient parts.

In addition, a hollow cylindrical rubber portion 43 is attached to the car body (Fig. 9). It extends above the upper end of the tire and cooperates with a similar part 43a of the same type of carriage.

In the following, Figures 9-15 will be described with reference to 25 other parts which are specifically required when the rings 1 and 1a of two carriages of the same type are connected to each other.

The movable plate 44 is articulated to the bottom of the ring on the shaft 45. The plate pivots upwards and is dimensioned 30 so that there is sufficient working space for the person connecting the carriages. The plate extends over a portion of the entire surface of the tire and has a latch 46 which locks when the plate is up to an earpiece 47 (Fig. 11) articulated to a shaft 48 associated with the sidewall of the tire. The lug can be lifted 35 by a wire guide device on the housing. 49 inside and connected to a lever 51 fixedly connected to the horizontal axis (Figs. 7 and 9). The pivoting movement of the shaft 52 is controlled by a rod 53, which is marked only by a line to simplify the view, and by a lever 53a on the arm 53a.

The lever 51 likewise guides the two pivoting hooks 56 by means of the second rod 55. These are connected to latches 57a fixed to the second ring 1a so that the rings can be fastened to each other.

The side surface of the ring (not shown in Fig. 9) has two latches 57 corresponding to both hooks 10 and 56a of the ring 1a.

The ring 1 also has a centering cone 58 which joins the conical recess 59a of the ring 1a. The second side surface of the ring 1 has a similar recess (Fig. 7) associated with the cone of the ring 1a (not shown).

As a result, 15 of the top plate 44 of the lever 54 turning in the direction of the arrow F1 causes a double-action non ie. The release plate 44 and falls down on the hooks 56 so that they engage the latches 57a (Fig. 10).

Each side surface of the ring 1 has a lever 54, a tan-20 ko 53 and an arm 53a. The arms 53a are connected to each other by a shaft 52 (Fig. 7), so that the carriage coupler can operate the levers 54 of two carriages simultaneously.

The return lever 61 is attached to the shaft 45 of the plate 44. A corresponding lever (not shown) is attached to one end of the shaft 45 25. The lever is curved so that when it does not turn it does not touch the coupling rod 18. The lever 61 has an extension 62 (Fig. 11) which rests on a stop part 63 connected to the carriage body, so that the ring remains retracted (Fig. 9). When the lever 61 is turned, the ring moves outwards (Fig. 10).

The latch 64 (Figures 11-13) is integral with the plate 44 and cooperates with the lever 61 so that it pivots in the retraction direction when the plate is raised. When lowering the plate, the latch 64 does not engage the lever 61 (Fig. 13).

The apparatus described above operates in the following manner 35 when two wagons of the same type are connected together (Figures 9 and 10). Before the carriages are pushed into their positions so that their bumpers face each other, the clutch raises the plate 44, leaving him with sufficient working space. In the second carriage, similar operations are performed approximately simultaneously, so they are not described separately here. When the plate is raised, the return lever 61 turns and, resting on the stop 63, moves the tire towards the carriage.

The plate is locked in the upper position by placing the latch 46 in the lug 47, so that the carriage coupler can perform his work in peace. When the connection is completed, the linker arm to turn the lever 54 in the direction of the arrow Fl, the housing 49 of the cable through the locking lug 47 runs out and the latch 46 is released. The plate 44 lowers and moves the latch 64. Under the action of the resilient projections, the return lever 15 61 follows the latch 64 and the ring moves to the outer position (FIG.

10).

At the same time, the hooks 56 have already had time to move to the locking position by means of the rod 53 (Fig. 10). The linker thus turn the lever 54 in the direction of arrow F2, whereby the hooks 56 to rise-up its locking VAT 20. When the lever is then rotated again in the direction of the arrow Fi, locking takes place in the final.

The control levers 54 and the accompanying mechanism form general control devices having a plurality of functions, i.e. they control the movement of the plate, the outward movement of the ring 25 and its locking.

In the following, Figures 9-15 will be described with reference to special control devices used when coupling a carriage with a corridor ring according to the invention to another type of carriage. In this case, the ring is continuously weathered, even with the plate 44 at the bottom.

To this end, the U-ring 65, which forms a closed housing, is articulated to the shaft 66 associated with the wall of the ring and positioned so as to cover the tip 67 of the lever 61 and hold the lever in place. In this case, the lever 61 does not, of course, move with the bile 64 when the plate is lowered, and the ring 1 remains in its rear position.

The pivoting cam 68 guided by the rectangular portion 69 acts on the tip 71 of the lug 47 and releases its lock 10 71 2 7 3 (Fig. 13). The cam 68 is connected as a fixed structure to an arm 72 connected by a rod 73 to an arm 74 belonging to the ring 65. Unlocking the plate 44 by means of a rectangle 69 simultaneously causes the ring 65 to pivot, and the plate 44 lowers without moving the lever 61. The arm 74 is long enough to be able to act as an end response to the movement of the ring 65.

In the following, with the aid of Figures 16-20, an auxiliary mechanism is described which retracts the ring 1 by means of the respective elastic devices. This does not require much propulsion.

This auxiliary mechanism comprises the above-mentioned lifting devices 35, the bodies of which are articulated to the carriage body 4. The lifting devices 35 are connected by hoses 75 to a compressed air connection 76 attached to the roof of the ring 1. The supply hose 77 15 connects the connection 76 to the compressed air line 78 via a check valve 81 and a tap 82. Above the connection, a loop 83 is connected to the hose, which communicates with the hoses 75 of the lifting devices and to which a three-way valve 84 is connected.

It connects the lifting devices either to the main line 78 or to the ambient air by means of an arm 85 guided by a cam 86 integral with the hooks 56.

The function of the arm 85 is to release compressed air into the lifting device when the hook 56 is in the upper position with the arm 34 out of the lifting device (cylinder) and to connect the lifting device 25 to the surrounding air when the hook 56 is in the lower position.

It can be seen from Figures 3 and 4 that the displacement of the lifting device arm causes the shaft 26 to rotate clockwise, which in turn causes the side support 3 and the guide part 14 to rotate in the same direction and 30 causes the ring 1 to retract against the resilient devices formed by the springs 22 and 24; the springs are marked in Figures 19 and 20 with the letter S.

The auxiliary mechanism works as follows.

The ring is in the outer position the carriages even linker-35 MPLIANCEWITH lever 54 in the direction of arrow F2, whereby the hooks 56 are raised and the ring will consequently in. The plate 44 can then be lifted up easily, since no elastic device 71273 prevents its movement. As the disk rises, the recovery lever 61 rises with it. The lever 61 rests on the stop 63 and locks in this position when the latch 46 locks on the lug 47. If a fault occurs in the compressed atmosphere 5, the tire cannot move outwards, so that no accident can occur to the coupler.

When the connection is complete, the lever 54 is rotated in the direction of the arrow F1, whereby the hooks 56 move to the lower position. The ring 1 moves to the outer position when the lifting device comes into contact with the surrounding air.

The next double operation, which takes place successively in the direction of the arrows F2 and F1 to fasten the hooks 56 to the latches 57a, is rapid, so that the rising of the hooks does not cause the ring to move in the meantime.

86 of the cam structure 15 is such that the direction of the arrow F2 weak business does not affect the valve 84.

When the rings 1 and 1a are attached to each other, the connection points (Fig. 8) make the space between them very tight. The tightness of the poi-20 membranes 38 extending around the ring is also good in this case. Likewise, the sound insulation is effective due to the double wall formed by the outer film 36 and the inner film 38.

These properties also do not change as the shape of the track varies. In the case of small curves (Fig. 21), S-curves 25 (Fig. 22) and level differences (Fig. 23), the corridor between the two carriages remains the same, as does the sound insulation, because the outer membranes 36 and 36a are in constant contact and thus function the double. The same applies to the upper flanges 43 and 43a.

The corridor structure according to the invention can be applied to the so-called to classic carriages, the passage between which consists of three cylindrical flanges made of rubber, the operation of which together with the outer membranes 36 and the upper flange 43 takes place as illustrated in Figures 24 and 25.

For such connections, a down-pivoting flap 87 is provided, which is articulated to the outer edge of the floor i2 71 2 73 of the ring 1, whereby the floor is made uniform. After coupling the carriages, the tire remains in the inward position. The plate 44 is released by means of a rectangle 69.

5 The corridor thus formed is completely satisfactory in the case of level differences (Fig. 25) and gentle curves (Fig. 26). However, a certain opening can be created in the S-curves (Fig. 27) as when the above-mentioned flange carriages are connected together.

The structure according to the invention can also be used for the automatic coupling of carriages. The structure can then be even simpler, because the ring does not have to move to the inner position.

The invention is of course not limited to the above structural example, but many different variations can be made.

Claims (11)

13 712V3 An interconnection device for use between two railway carriages with a retractable aisle half 5 formed by a supporting ring (1) or a tube connected to the carriage body (4) and having hook means (56,57) enabling the tire (1) connecting to a corresponding ring (1a) or a tube attached to the second carriage and means (2,5,3) for hanging the ring (1) on the carriage (4), characterized in that the suspension means comprise an upper rod (2) , which is fixed to the upper part of the ring (1) and rests on two side supports (3) fixed to the carriage body (4) by an articulated structure (9) which allows them to pivot about a vertical axis independently of each other, that the upper rod (2) is fixed to the top of the ring (1) by a fastener (5) which allows the rod to be angularly displaced with respect to the ring in all directions. Device according to Claim 1, characterized in that the two control devices (14) are mounted on the carriage body (4) and can pivot coaxially with respect to the pivoting of the side supports (3) and are connected by a coupling rod (18) which is connected to the lower part of the ring (1). Device according to Claim 2, characterized in that the coupling rod (18) is connected to the lower part of the ring (1) by a fastener which enables horizontal movement between the coupling rod (18) and the ring (1). Device according to claims 1-3, characterized in that each side support (3) comprises a tube (18) pivotally mounted on the carriage body (4) and comprises a support arm (13) with a pivot bearing (30) to which the upper rod (2) is movably mounted. Device according to Claim 4, characterized in that the side supports (3) are connected to the carriage body (4) by means of flexible devices (11) which enable the tire to move relatively vertically relative to the carriage body (4). 14 71 273 Device according to Claims 1 to 5, characterized in that the side supports (3) are connected to the carriage body (4) by means of spring members (24) which cause them to pivot so that the upper part of the ring (1) extends outside the carriage. Device according to Claims 4 to 6, characterized in that the tension spring (24) connects each side of the support (3) to the carriage body (4) of the support arm (13). Device according to Claims 2 to 7, characterized in that the control devices (14) are connected to the carriage body (4) by means of projecting spring members (22) which cause them to pivot so that the lower part of the ring (1) extends beyond the carriage. Device according to Claims 4 to 8, characterized in that the tension spring (22) connects the return arm (21) in each control device (14) to the carriage body (4). Device according to Claims 5 to 9, characterized in that it comprises an auxiliary servomechanism for moving the ring (1) back towards the carriage towards the spring members (22, 24). Device according to Claims 1 to 10, characterized in that the bendable membrane (36) extends around all sides of the ring (1) so that the membrane is fastened on one side to the carriage body (4) and on the other side to the outer edge of the tire with respect to the carriage. convex shape in the direction of the vehicle outer side. 15 71 273