GB2126965A

GB2126965A - A protected gangway between two vehicles

Info

Publication number: GB2126965A
Application number: GB08313540A
Authority: GB
Inventors: Wolfgang Kuker
Original assignee: Linke Hofmann Busch GmbH; Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
Current assignee: Alstom Transport Deutschland GmbH
Priority date: 1982-09-11
Filing date: 1983-05-17
Publication date: 1984-04-04
Also published as: IT1164437B; DE3233794A1; SE453983B; JPS6354583B2; JPS5950858A; GB2126965B; SE8301638L; GB8313540D0; SE8301638D0; FR2532901A1; IT8322753A0; DE3233794C2; FR2532901B1

Abstract

A protected gangway between carriages (1) articulated to one another by a central buffer coupling comprises an enclosing tunnel member (5) the peripheral contour of which is in alignment with that of the carriages (1) when the latter are in a straight line. To ensure that when the individual carriages move relative to one another the distance between the member (5) and the ends of the carriages (1) remains constant, the contact surface (3) of each carriage (1) with the member (5) is formed by part of the surface of a sphere whose centre is located on the central longitudinal axis of the carriage, and the member (5) has corresponding abutment surfaces (6) mating with the contact surfaces (3). The member (5) may be formed of two identical parts (5a, 5b) detachably connected in mirror-image relationship. <IMAGE>

Description

SPECIFICATION A protected gangway between two vehicles The present invention relates to a protected gangway between two vehicles which are articulated to one another by means of a central buffer coupling, in particular railway carriages, the connection comprising a totally enclosed intermediate passageway which, on a straight track, is in alignment with the bounding profile of the vehicles and is so mounted as to be laterally displaceable relative to either vehicle.

German Patent Specification No. 19 51 704 discloses a train unit in which two adjacent carriages and the protected gangway between them, rest on a common, central bogie. In order laterally to displace the box-like connection between the carriages with respect to the carriages, in the horizontal plane the ends of the carriages have respective convex arcs, and the ends of the gangway which face towards them have respective corresponding cancave arcs, eachof which runs substantially parallel to the arc of the end of the facing carriage. In this way, in the top and bottom regions of the gangway, the contact surfaces which face one another run vertically, whilst at the sides they are bent in the form of an arc. Consequently, in the event of twisting or bending movements and when the cars roll in opposite directions, the parallel course of the arcs is lost.

It is an object of the present invention to provide a closed protected gangway between two vehicles which overcomes the above-described disadvantages and which, when used in a train connection in which each individual carriage rests on two bogies, ensures that a predetermined, uniform distance is maintained between the gangway and the carriage during ali movement and during travel on a curve.

In accordance with the invention, there is provided a protective gangway between two vehicles which are articulated to one another by a central buffer coupling, comprising a totally enclosed intermediate passageway, the outer periphery of which, when the vehicles are in a straight line, is in alignment with the outer periphery of the vehicle and which is so mounted as to be displaceable laterally relative to either vehicle, wherein the end of each vehicle adjacent to said intermediate passageway is provided with a contact surface forming part of the surface of a sphere, the centre of which lies on the central longitudinal axis of the vehicle and said intermediate passageway has respective counter abutment surfaces each of which has a contour which also forms part of the surface of said sphere and which mates with that of the contact surface of the adjoining vehicle.

The invention will now be further described with reference to the drawing, in which: Figure 1 is a schematic, exploded view of an end of a carriage and an intermediate passageway shown spaced at some distance therefrom forming part of a protected gangway according to the invention; Figure 2 is a schematic side view of the end of the carriage and the intermediate passageway; Figure 3 is a section taken along the line Ill-Ill of Figure 1; and Figure 4 is a section taken along the line IV--IV of Figure 1.

Referring to Figures 1 and 2, each end of a railway carriage 1 is provided either directly, or by way of a longitudinal peripheral extension 2, attached to said vehicle, the outer periphery of which coincides with that of the carriage, with a peripheral contact surface 3 which projects beyond the end wall 4 of the carriage. The surface 3 is shaped to form part of the surface of a sphere a whose centre X is located on the central longitudinal axis Y of the carriage 1 (see Figure 2), and which is therefore inclined all round to the sides of the carriage at the periphery thereof.

Advantageously, the radius of the sphere a is selected to be such that in a carriage 1 , the vertical cross-sectional dimension of which is greater than its horizontal cross-sectional dimension, as shown in Figure 1, the contact surface 3 is inclined to the peripheral sides of the carriage by an angle of about 450 at the top and bottom regions, (Figure 4), whilst in the upper and lower curved regions and at the sides, the inclination of the contact surface 3 differs from this angle, allbeit only slightly, as it follows the surface of the sphere a (Figure 3).

A continuous intermediate passageway 5 which is arranged between the ends of the two carriages 1 to be connected in a train, corresponds as regards its outer peripheral contour to that of the carriages 1, and at each of its ends facing respectively towards the ends of the carriages 1 has a counter abutment surface 6 which is also inclined to the sides of the passage 5 at an angle such that the surface 6 also forms part of the surface of a sphere a, so that the abutment surface 6 mates with the contact surface 3.

Advantageously, the intermediate passageway 5 consists of two parts 5a, 5b of identical form which are enantiomorphically and detachably connected to one another, and is connected to the central buffer coupling (not shown) which is pivotable horizontally and by means of which the carriages 1 are connected and are maintained at a spaced distance from one another.The central buffer coupling which is itself surrounded by the contact surface 3 emerges through an opening 8, in the end wall of the carriage located below an opening 7 which forms a passage through the end wall of the carriage 1, the coupling shaft being so designed that the end face of the central buffer coupling is arranged in the common surface of the parts 5a and Sb. This ensures that when a train linkage is separated, one of the parts 5a and 5b remains attached to each carriage 1. As a result of the shape and the sloping arrangement of the contact surface 3 and the abutment surface 6, the intermediate passage 5 is also self supporting and only has to be safeguarded from rotating about the central longitudinal axis Y. So that it can absorb longitudinal forces, each central buffer coupling is provided in known manner with a spring-loaded tension and impact device. In order to make such elastic movement possible, a spacing must be provided for between the carriage 1 and the intermediate passage 5 and any gap so formed is covered by an elastic seal. The width of the contact surface 3 and of the abutment surface 6 is determined by the required degree of overlap so that on curved track sections or in the event of other relative movements, no gap opens between the carriages 1 and the intermediate passageway.

Claims

1. A protected gangway between two vehicles which are articulated to one another by a central buffer coupling, comprising a totally enclosed intermediate passageway, the outer periphery of which, when the vehicles are in a straight line, is in alignment with the outer periphery of the vehicles and which is so mounted as to be displaceable laterally relative to either vehicle, wherein the end of each vehicle adjacent to said intermediate passageway is provided with a contact surface forming part of the surface of a sphere, the centre of which lies on the central longitudinal axis of the vehicle and said intermediate passageway has respective counter abutment surfaces each of which has a contour which also forms part of the surface of said sphere and which mates with that of the contact surface of the adjoining vehicle.

2. A protected gangway as claimed in Claim 1, wherein said vehicles are railway carriages.

3. A protected gangway as claimed in Claim 1 or Claim 2, characterised in that the contact surface of each vehicle projects beyond the end wall of the vehicle.

4. A protected gangway as claimed in Claim 3, wherein said contact surface is formed directly on said vehicle.

5. A protected gangway as claimed in Claim 3, wherein said contact surface is formed on the end of a longitudinal peripheral extension attached to said vehicle and having an outer periphery coinciding with that of said vehicle.

6. A protected gangway as claimed in any one of the preceding Claims, wherein said intermediate passageway consists of two parts which are of identical form and which are enantiomorphically and detachably connected to one another.

7. A protected gangway as claimed in Claim 6, wherein the intermediate passageway is connected to the central buffer couplings which connect the vehicles to form a train unit, the end surfaces of the central buffer couplings being located in the common surface of the two parts of the intermediate passageway.

8. A protected gangway as claimed in any one of the preceding Claims, wherein the width of the contact surface of the vehicle and of the abutment surface is such as to produce a required degree of overlap.

9. A protected gangway substantially as hereinbefore described with reference to and as shown in the drawing.