JPH02246864A - Connecting pasage way between passenger trains provided with uic type tesile- compresive device and the passenger train - Google Patents

Abstract

PURPOSE: To maintain a matching position as long as possible especially during curve operation by a method wherein an intervehicle communication passage device is provided with a passive holding and centering device having a spring member. CONSTITUTION: Two intervehicle communication passage device parts 22 and 22' of an intervehicle communication passage device 21 are provided with holding and centering devices 1 and 1', respectively. The central planes 30 and 31 in a longitudinal direction of two car body end parts 20 and 20' are matched on the same line with the central plane 32 in a longitudinal direction of the intervehicle communication passage device 21, and combining elements 11 and 12 and 11' and 12' are held in a position making contact with the sides of the members 22 and 22' by spring members 4 and 4' and transmission members 5 and 5'. During curve running, a shift in the lateral direction of the car body end parts 20 and 20' is absorbed by elastic members 3 and 3' and seal diaphragms 2 and 2' until a shift amount attains a value limited by stoppers 25 and 25', and the intervehicle communication passage device 21 is prevented from separation. This constitution maintains a matching position for a long time during curve running.

Description

[Detailed Description of the Invention] [Field of Sedentary Occupational Use] The present invention provides an inter-vehicle system for passenger trains that is equipped with a UIC-type tensioning/pushing device and connecting passage sections that are freely supported and slide against each other. Concerning passageway equipment and passenger trains.

[Conventional technology]

Although such inter-vehicle communication passage devices have been known in a series of embodiments, they have not yet reached a level where they are optically satisfactory. This is because passengers using the inter-vehicle connecting passage system are affected by strong weather to varying degrees. During high-speed transportation, relatively high-intensity cold waves occur when trains pass each other or run through tunnels, and they often sneak into train compartments unsuspectingly through the connecting passageways between cars.

In order to obviate these drawbacks to at least some extent, for example, British Patent No. 964210 discloses that an end frame of an inter-vehicle connecting passageway device mounted on a single end is provided with an upper part when connecting two vehicles to each other. Then, by the spring member,
It is also disclosed that the lower portions are pressed together by a vehicle shock absorber.

In this case, since the end frames remain relatively stationary with respect to each end of the vehicle body in terms of horizontal and vertical motion, the relative movement of both vehicles in these directions will only occur between the end faces of both end frames. It is absorbed by the sliding movement of the

This simply means that the internal width of the known inter-vehicle communication passage device is significantly narrowed for each horizontal cut n of the vehicle body end, albeit to varying degrees. Such passageway halves constantly moving laterally to each other give a sense of precarious instability to the passenger crossing the passable section.

An additional requirement for high-speed transport is that the inter-vehicle passageways capable of withstanding such pressure waves should be designed to be compatible with the UIC type, i.e. one screw coupler and two side looseners each. This makes it possible to apply it to passenger trains that have elastic tension/push devices at both ends.

In order to achieve this easy balance, the two shock absorbers connected to each other must be in direct contact with each other during operation. As in the case of the prior art mentioned above, it is not permissible for the end frames to rest against each other with the aid of a damping pressure.

Rather, an inter-vehicle passage system that can withstand such pressure waves and is compatible with the UIC type avoids the space required for tension/push fcm, and is capable of connecting and connecting in accordance with international regulations. “Bern space (Be) required for disconnection
rner Raum) It is necessary to open J.

By the way, an inter-vehicle communication passage device that takes into consideration both the requirements for driving comfort in the latest high-speed vehicles and the need for a structure that is compatible with the UIC type is disclosed in West German Patent Application Publication No. 3505762 and West German Publication No. 3505762. Application Publication No. 34
No. 30,112.

In this case, each connecting passage device section is suspended and guided in a floating or floating manner at each end of the vehicle body, and the UIC!
There is no contact with the type pulling/pushing device, and the ``Bern space'' necessary for attaching and detaching the coupler is also open. The end frames of the inter-vehicle communication passage device of two vehicles connected to each other are intended to be tightly connected against pressure waves and kept free between the ends of the vehicle bodies by means of elastic members. , This also applies to the case where the ends of the vehicle body are displaced from each other due to backward turn (8 curve) operation.

For example, when the amount of lateral displacement between the vehicles exceeds the amount of shift limited by the stopper, as often occurs at turns where large deflections occur in station areas or garage areas,
The free movement of the lateral movement distance is exhausted, and the end frames of both inter-vehicle access sections can now be slid laterally relative to each other.

By arranging the inter-vehicle communication passage device part freely,
Since, in the case of large lateral deviations such as those mentioned above, automatic return by means of the elastic element can only occur conditionally, suitable centering means are provided for this purpose, which centering means can The purpose is to facilitate the return of both inter-vehicle interconnection device parts that have been laterally offset from each other into alignment so as to be passively centered. However, according to recent experience, the point at which both connecting passage device parts separate based on curved operation is influenced by the degree of contamination and the weather, in addition to the crimp force in the longitudinal direction between the sliding surfaces and the coefficient of gravity. Since such factors also play an important role, it has therefore been found that active centering means are desirable in order to reliably guarantee the automatic return movement to the alignment position mentioned above.

[Problem to be solved by the invention]

An object of the present invention is to improve the inter-vehicle communication passage device of the type mentioned at the beginning so as to perform active centering operation while always being preloaded in a direction transverse to the running direction of the train. In particular, by frequently bringing the connecting passage sections laterally offset from each other back into alignment, and by keeping the inter-car connecting passage device in a floating position between both body ends, The object is to maintain the alignment position M for as long as possible when the music is being carried.

[Means for solving problems]

The present invention provides that the inter-vehicle interconnection device has an active holding and centering device, and that the passenger train is equipped with the inter-vehicle interconnection device having the active retaining and centering device. That is what we are doing.

〔Example〕

Next, the idea of the present invention and some embodiments will be explained in detail based on the drawings.

FIG. 1 shows one inter-vehicle access system part 22 which is equipped with a holding and centering device 1 according to the invention. In this case, one entrainer 11, 12 in each case is arranged on both sides of the inter-vehicle connection device part 22, for example in the upper region, and as can be seen from FIG. Moreover, one guide 15, 16 each is mounted on the inter-vehicle passage device part 22.
It is supported so that it can be shifted laterally. The two drivers 11, 12 of the holding and centering device 1, which are installed in the inter-vehicle communication channel device part 22, are connected to each other by means of a spring element 4 and a transmission element 5, the spring element and the transmission element being connected to each other by means of an inter-vehicle communication element. It is attached to the passage device section 22.

As spring element 4 it is possible to use a prestressed mechanical tension spring, a gas spring or a spring means actuable by a fluid as an energy carrier. The transmission element 5 can also be a chain or cable pulley system, as well as a flexpole or Bowden cable, which tensions the spring element 4 and connects it with the driver 11, 12.

The functional principle of the holding and centering device 1.1' according to the invention will now be explained with reference to FIGS. 2 to 4.

FIG. 2 is a top view of the inter-vehicle communication passage device t21. The two sections 22, 22' of the inter-vehicle interconnect system forming one half of the inter-vehicle interconnect system are each equipped with a holding and centering device 11'. For example, direct am
In a situation such as in a road section, both body ends 20,
The longitudinal center planes 30 and 31 of 20' are collinearly aligned with the longitudinal center plane 32 of the inter-vehicle interconnection system 21. Entrainment elements 11 located facing each other in mirror symmetry
and 12; 11' and 12' are held by the spring member 4.4' and the transmission member 5.5' in a position where they are in direct or indirect contact with one surface of each inter-vehicle communication passageway device part 22, 22'. Ru.

In FIG. 6, the two longitudinal force centers 30 and 31 of the two body ends 20, 20' are laterally offset from each other. This may occur, for example, on the basis of curved operations in free track areas (suburban or rural areas). Both body ends 20
, 20' are absorbed by the elastic member 3.3' and the sealing diaphragm 2.2' with respect to the inter-vehicle channel arrangement 21, up to a shift t which is limited by the stops 25, 25'.

In this case, the inter-vehicle communication passage device 21, which is guided while moving freely, does not separate. Inter-vehicle communication passage device part 2
2 , 22 ′ remain in a registered position represented by a common longitudinal center plane 32 .

The holding and centering devices 1, 1' are also in their inactive position, and the entrainers 11.12 and 11', 12', which face each other mirror-symmetrically, are connected to the spring elements 4, 4' and the transmission element 5. .5', each inter-vehicle communication passage device section 2
2, 22' is maintained in a position directly or indirectly in contact with both sides.

In FIG. 4, the longitudinal center planes 30 and 31 of both body ends 20, 20' are shown to be laterally displaced to the maximum extent possible, and the maximum lateral displacement value is the same as that of the stopper 2.
5, larger than the dimensions limited by 25'.

Such lateral displacements occur between the two body ends when driving in an S-curve at a branch with a large deflection. Elastic member 3.3' and outer seal diaphragm 2
, 2' has been exhausted, so that both inter-vehicle passage device parts 22, 22' separate from said aligned congruent position and move along the sliding surfaces 27, 27'.
Both longitudinal central planes 32° 32' are moved to a maximum lateral offset position.

In this case, the holding and centering device 1.1' is activated automatically. That is, each of the two entrainers 11 and 12' remains in the inactive position and is shifted laterally together, and the other entrainment element 11' and 12, respectively, moves against the resistance of the spring element 4,4' against the vehicle. It is pulled out of the guides 15', 16 by a distance corresponding to the lateral movement distance of the connecting channel device parts 22, 22'.

When the lateral force deflection n of the two body ends 2υ, 20' is then resolved again, under the action of the spring element 4.4' and with it the driver 11, 12; 11', 12'.
By means of the transmission member 5.5', which engages with
This alignment position corresponds to the inactive position of the holding and centering device 1.1'.

In the event that the inner bodywork ends 20, 20' are deflected in the opposite direction and the maximum lateral displacement occurs, the holding and centering device 1, 1', contrary to MiJ, It', 1
2 are shifted laterally together while remaining inactive, and one of the entrainers 1112' increases the lateral movement distance of the inter-vehicle passage device parts 22, 22' against the resistance of the spring members 4, 4'. It is actuated by being pulled out from the guides 15, 16' by a value corresponding to . Even if there is a height discrepancy between the inter-vehicle communication passage device parts 22 and 22' that slide against each other due to the different loading conditions of the two tables, the entrainer 11,
11'; 12, 12' contain a sufficiently large overlap to exert a centering effect after lateral movement even in this state.

The elasticity of the suspension of the inter-vehicle passage device parts 22, 22' and the holding and centering device 1.1'/! By varying the spring stiffness of the lAm materials 3 and 3', the internal width of the inter-vehicle communication passageway device 21 can be significantly reduced during curved operation (for example, except in the case of extremely cramped parking bays). Remains unconstricted for long periods of time. For example, by combining it with the holding/sensor 3' which is relatively rigid in the lateral direction, it is possible to maintain the free position of the inter-vehicle communication passageway device 21 for as long as possible during curved IW operation, and also to avoid extremely tight curves. It becomes possible to efficiently center the two inter-vehicle connecting passageway device parts 22, 22' which are laterally offset from each other after driving in the area.

5 to 12 show further advantageous embodiments of the holding and centering device according to the invention.

In Figure 5, the inter-vehicle box passage: f! fIlt22 is a column 9 that is arranged in a straight line on each side of the sliding surface 27.
, 10, the two columns being pivotably guided laterally at their lower ends in each case via a horizontal pivot joint 1°8. Furthermore, at the upper end, a spring member 4 and a transmission member 5, which are arranged horizontally, join together and are connected to each other by applying a preload.

The columns 9, 10 are advantageously constructed as square tubes, and the column 9 has, for example in its upper region, an axially spring-supported centering pin 13, and the column 10 has the same upper region as said centering pin. The area has an elongated slot 14 and a deflector 19.

The length of the elongated slot 14 is such that both inter-vehicle communication passageway device sections 22° 22' facing each other are connected to the unitary end 20.
.

The centering pins 13 projecting from the columns 9 of the holding and centering devices 125 facing each other ensure that they are laterally engaged with the opposite columns 10 when the two body ends 20, 20' with a lateral offset are connected. , is prevented by the deflector 19.

Due to the relative movement between the inter-vehicle passage device parts 22, 22', the centering pin 13, which was initially oriented towards the side of the deflector 19, or the sliding movement 27 of the opposite inter-vehicle passage device part The previously located centering pin 13 will automatically enter the elongated slot 14 of the column 10 at the next opportunity, for example, as a result of driving around a curve.

For this purpose, the centering pin 13 is spring-mounted in such a way that, when subjected to an external force, it can be pushed back at least until it aligns with the outer contour of the column 9 and can be depressed.

The columns 9, 10 may also be constructed as profiled tubes, shaping the columns so that a separate baffle 19 is no longer required and it takes over the function of the baffle.

When both inter-vehicle access system parts 22 and 22' abut one another in alignment, each centering pin 13 engages in a slot 14 sized thereto and the column 9.10 engages in the spring member 4. and the transmission material 5, '? ! It is maintained in a position perpendicular to the sides of the FC equipment 2, 22', which connects the R and Army sides.

In the case of a transverse displacement of the two inter-vehicle communication channel parts 22 and 22' of the mechanism shown in FIG. It occupies the position 9' or 10' shown in the figure.

FIG. 6 shows a typical embodiment of a holding and centering device 26 having columns 9, 10 arranged vertically on each side of the sliding surface 27, as described above. Each column has a respective horizontal pivot joint7 at its lower end.
8 and is pivotably guided laterally.

The columns 9 , 10 are preloaded by the spring element 4 and the transmission element 5 and are kept in a position perpendicular to the side surface of the respective inter-vehicle access device section 22 .

For this purpose, each column 9.10 is equipped with a spring element 4 and is connected to the inter-vehicle connection device part 22 by means of a transmission element 5, which for this purpose It is guided in a plane different from the direction of action of the spring element 4 by means of a deflection guide element 6 which is pivoted therein.

FIG. 7 shows an inter-vehicle access system section 22 equipped with a holding and centering device 28 in a typical embodiment. A centering element 13' and a slot element 14' in each case are arranged non-rotatably on both sides with respect to the inter-vehicle passage device part 22, for example in the upper region, and have a transverse movement distance which can be seen from FIG. The guides 15, 16 are mounted in transversely shiftable manner by at least one guide 15, 16, which corresponds at least to the length of the guideway and is mounted on the inter-vehicle channel section 22. In this case, the centering element 13' and the slot element 14' are connected to one another by means of a transmission element 5, which comprises two deflection guide elements 6, which are pivoted on the inter-vehicle passage device part 22, and a spring element. Another deflection guide member 6' is preloaded in tension or in compression by 4.
and be guided through.

According to another possible embodiment, the centering element 13' and the slot element 14' of the holding and centering device 28 are connected directly to each other in the same plane by means of a spring element 4 and a transmission element 5, as shown in FIG. It is also possible to leave it as is.

In a further embodiment of the holding and centering device 29 shown in FIG. The flexure springs are connected in a prestressed state to the inter-vehicle connection device 22 via a horizontal pivot joint 7.8 in each case in the middle of the i.sub.tx.

In the holding and centering device 29 of this exemplary embodiment, the column 9.10, which is designed as a flexure spring 17.18, simultaneously assumes the function of the spring elements used in the other exemplary embodiments. For this purpose, the sacrificial springs 17 and 1B are made of a composite material that uses a combination of glass fiber and carbon 4 fiber, for example.
In order to obtain combinations of these material properties, it is also possible to use the materials in composite structures.

The flexure springs 17, 18 produced in this way already have a slightly flexed shape with respect to their longitudinal axis when they are not preloaded, and this flexure spring 17, 18 has a shape that is already slightly flexed with respect to its longitudinal axis when it is not preloaded. Generates preload at the upper and lower ends of the spring.

One of the tiger springs 17 has, for example, an axially spring-supported centering pin 13 at its upper end, and an elongated slot 14 and a deflector 19 at its lower end. When the bending spring 17 configured in this manner is attached to, for example, the right side of the inter-vehicle communication passageway device section 22, the bending spring 17 is rotated with respect to the bending spring 18 attached to the left side of the inter-vehicle communication passageway device section 22. If you look at it symmetrically, they can match.

In this case, the number of centering pins 13 per 2 g of valley holding and centering f devices is doubled, which is advantageous for hunting. That is, the slow box passage device section 22 between facing vehicles.
This is because when the centering pin 13 engages in the slot 14 of ', the surface pressure is reduced.

As shown in FIG. 4, the spring force is gradually increased according to the direction of the foot of the inter-vehicle communication passage yc, and the position 17 shown in FIG.
', 18'.

9 to 12 each show a further embodiment of the holding and centering device according to the invention in half. These embodiments offer numerous combination possibilities in terms of the guidance of the columns 9, 10 and in terms of the arrangement of the spring elements 4, which can be optimally adapted to each requirement.

In FIG. 9, columns 9 and 10 of the holding bar centering device 36 are vertically arranged on both sides of the inter-vehicle communication passageway device 22.

Each column 9.10 comprises at least two columns arranged parallel to each other at intervals and supported on pivot joints 8, 8'.
It has real sliding members 34, 34'.

The sliding members 34, 34' are laterally shiftably supported in horizontal guides 16, 16' at least equal to the length of the lateral movement distance as shown in FIG. 9, and at least one guide 16, 16'
is incorporated into the rotary bearing 33.

The column 10 has, for example, an axially spring-supported centering pin 13 at its lower end and an elongated slot 14 and a deflector 19 at its upper end. Via the horizontally arranged spring element 4, the column 10 is kept in a position perpendicularly against the side surface of the inter-vehicle interconnection device section 22.

As shown in FIG. 4, the inter-vehicle communication passage device portion 22,
When 22' is shifted laterally, columns 9.10 and 10 are moved to the positions shown in FIG. 9, depending on the direction of shift.
'occupy.

A simple example of a guide for guiding columns 9 and 10 on one side of the inter-vehicle communication passage-S straight section 22 is shown in FIG. The bearing 33 is such that at least one pivot joint 8.8' of the sliding member 34, 34' is connected to the column 9.
10 can be omitted if it is guided within the elongated hole 35.

As shown in FIG. 4, the inter-vehicle communication passage device portion 22,
If 22' is shifted laterally, the column 9.10 occupies the position γ, 10' shown in FIG. 10, depending on the direction of shift.

In FIG. 11, a column 9,10 guided according to FIG. It is connected to the inter-vehicle communication passage device section 22 via the inter-vehicle communication passage device section 22. By means of the deflection guide element 6, which is pivoted on the column 9.10, the transmission element 5 is guided in a plane different from the direction of action of the spring element 4, as already mentioned with reference to FIG.

In addition, the rice centering device 1 holds the column 9.10 guided according to FIG. 9 or 5g10 in the form shown in FIG. 12! Inter-vehicle communication passage device part 2 as t39
It is also conceivable to connect elastically with 2.

By means of an axially elastically arranged centering pin 13, the holding and centering device 125, 26 of the invention
, 28, 29, 36, 37° 38.39, the inter-vehicle communication passage device section 22 is equipped with, for example, a conventional UIC type rubber-peaded communication passage (U Engineering C!-Gummiwulstue
bergang).

[Functions and effects of the invention]

The holding and centering device according to the invention is particularly advantageous in that it keeps the two inter-vehicle passageway device parts in a free position relative to the vehicle body ends for as long as possible, acts transversely to the direction of travel, and Based on the constant brake load, a permanently aligned joint position of the two intervehicle access system parts is generated. Secondly, the holding and centering device of the present invention forcibly restores the parts of both inter-vehicle communication passages st1 that have slid against each other, and furthermore, both inter-vehicle communication passage device parts are After a lateral shift of the image area due to a large deflection, the blur loaded spring member automatically returns the image area to its aligned position. Once returned to this position, the inter-vehicle access system of the type mentioned at the outset is then held by the holding and centering device of the invention and can again assume a free position between the two body ends. This free position is maintained by the holding and centering device according to the invention until the lateral displacement of the two mutually coupled vehicles exceeds a value limited by the stop. From the moment this value is exceeded, both inter-vehicle communication passage device parts separate from their combined positions, slide relative to each other, and automatically activate the holding and centering device of the present invention in order to forcefully return them to their original positions. to operate.

With the aid of a cough-holding and centering device, the specific separation of the two inter-vehicle connecting passages 2 & This only occurs once the lateral shift limited by the stop has been completely exceeded. This simply means that the internal width of the inter-vehicle connecting passage device is maintained without being narrowed for an extremely long period of time when the vehicle is operating on a curve, for example, except in the case of a tight corner curve. ing.

Due to the holding and centering device of the present invention, the internal width of the separated inter-vehicle interconnection device parts that slide laterally relative to each other is greater than that of the inter-vehicle interconnection device sections that are suspended in a non-swivel manner. This increases the size by the amount of movement, which in turn significantly improves the comfort for passengers crossing the cough passageway.

The inter-vehicle connecting passage device, which is maintained in a floating state in this manner, gives passengers a feminine feeling when crossing the connecting passage. This is because in normal train operation, it is normal for the inter-vehicle connecting passageway device parts to shift relative to each other. Therefore, the vehicle opening m=1N5 device is nothing more than a passageway for passengers, and can become a functional passenger cabin.

[Brief explanation of drawings]

FIG. 1 is a perspective view of the principle of the holding and centering device of the present invention in the straight section of one inter-vehicle communication passageway, and FIG. 2 is a perspective view of the holding and centering device of the present invention in the straight section of one inter-vehicle communication passageway, and FIG. FIG. 3 is a partially sectional top view of the principle structure of the holding and centering device of the present invention in accordance with the present invention, and FIG. 3 shows the holding and centering device according to FIG. The principle diagram shown in Figure 4 is the principle shown in Figure 2 in which the holding and centering device gold side body end is shifted to the maximum lateral direction and both inter-vehicle communication passage device parts slide against each other. Figure, Figure 5, Figure 6, Figure 7,
8, 9, 10, 11 and 12 are perspective or sectional views of eight embodiments of the holding and centering device according to the present invention. 1.1'... Holding and centering device, 2.2'...
- Seal diaphragm, 3.3'... elastic member, 4.
4'...Spring member, b, b'...Transmission member, 6
．． 6'...Direction change guide m material, 7, 8, 8'...
Swivel joint, 9810...column, 11.12;
11', 12'... Entrainer, 13, 13'... Centering pin, 14°14'... Elongated slot, 15.16; 15'. 16'...Guide, 17.18...Bending spring, 19
...Deflection material, 20.20'...Car body end, 21.
...Inter-vehicle communication passageway device, 22.22'...Inter-vehicle communication passageway device part, 25.25'...Stopper, 26.
...Holding and centering device, 27.27'...Sliding surface, 28.29...Holding and centering device, 30°31...Longitudinal center plane of each vehicle body, 32...Common longitudinal length Direction plane, 33...Rotation bearing, 34.34'.
...Sliding member, 36, 37, 313, 39, 125...
・Holding and centering device Fig, 2 Fig, 1 Fig, 3 Fig, 4 Fig, 6? +9.5 3rd Fig, 11 Fig, 12 Fig, 9 Fig, 10

Claims (1)

[Scope of Claims] 1. An active holding and centering device in an inter-vehicle connecting path device for a passenger train, which is equipped with a UIC type pulling/pushing device and connecting path sections that are freely supported and slide against each other. (1, 26, 28, 29, 36, 37, 38, 39
, 125), an inter-vehicle communication passage device for a passenger train equipped with a UIC type pulling/pushing device. 2. The holding and centering device has a spring element (4) which can be actuated as a preloaded mechanical tension spring or a gas spring or as an energy carrier by means of a fluid; 2. The inter-vehicle communication path device according to claim 1, which is constructed as an element. 6. The single-car communication channel system according to claim 1, further comprising a transmission member (5) configured as a chain block or a rope block and as a flexval block or a Bowden cable block. 4. A passenger train comprising the inter-vehicle communication path device according to any one of claims 1 to 3. 5. The holding and centering device for each communication passageway portion (22, 22') is always supported by a spring member (
4) is arranged as a spring-loaded active centering means, which centering means is arranged as a spring-loaded active centering means by means of two communicating passage sections (22, 22
') is configured to automatically forcibly return the sliding surfaces (27, 27') of both communication passage portions to alignment alignment;
The passenger train according to claim 4. 6. Connect each inter-vehicle communication path device (21) to both vehicle body ends (
20, 20') are provided with entrainers (11, 12) or centering elements (13, 13', 14, 14') which keep them in a floating position relative to the elastic members (3, 3'). , the passenger train according to claim 4 or 5. 7. One entrainer (11, 12) is non-rotatably arranged on both sides of each communicating passage section (22, 22'), and a guide (15, 12) mounted on the communicating passage section; 1
6) is laterally displaceably supported in the interior of the vehicle, and in which the two drivers (11, 12) are connected to one another by means of a spring element (4) and a transmission element (5). A passenger train described in any one of items 4 to 6. 8. The inter-vehicle communication passage device (21) has elastic members (3, 3'
), and both communicating passage portions (22, 22') of the inter-vehicle communicating passage device are suspended at both vehicle body ends (
20, 20'), the stoppers (25, 20')
Until the shift amount limited by 25') is reached,
A driver (11, 11,
12; 11', 12') occupying aligned positions with a common longitudinal central plane (32).
Passenger trains listed in any one of paragraphs 7 through 7. 9. The inter-vehicle communication passage device (21) has elastic members (3, 3'
), and both the connecting passage portions (22, 22') of the inter-vehicle connecting passage device have both single ends (20, 20') suspended by stoppers (25, 25'). If the shift exceeds the limited shift amount in the lateral direction, both units will slide against each other on the sliding surfaces (27, 27') against the resistance of the spring members (4, 4') and in the longitudinal direction of both units. 9. Passenger train according to claim 4, wherein the passenger train occupies a position laterally offset from the central plane (32, 32'). 10. Entrainment elements (11, 12; 11') are installed on the sides of the two communicating channel parts (22, 22') that are laterally shifted relative to each other.
, 12') are in contact with each other, and the spring members (4, 4') are in contact with each other.
) and transmission elements (5, 5') until the longitudinal central planes (30, 31) of both said connecting passage parts occupy a common longitudinal central plane (32).
The passenger train according to any one of claims 4 to 9, wherein the passenger train (2, 22') is forced to return. 11. The spring members (4, 4') have a lower spring stiffness in both transverse directions than the elastic members (3, 3') of the suspension of both communication passage sections (22, 22'), and 11. Passenger train according to claim 4, wherein the internal width of the connecting passage device (21) is maintained substantially unreduced during curved travel. 12. Each communication passage portion (22) is formed by columns (9, 10) arranged vertically on both sides of the sliding surface (27).
) comprising a holding and centering device (125);
Each of the above-mentioned columns has one swivel joint (
7, 8) is pivotably guided laterally and at the upper end is a horizontally arranged spring member (4).
12. Passenger train according to claim 4, wherein the passenger train is connected to one another under preload via a transmission element (5). 16. Both columns (9, 10) are constructed as square tubes, and one column (9) has an axially spring-supported centering pin (13) in its upper region, and the other column (10) ) has an elongated slot (14) in the upper area.
13. Passenger train according to claim 4, further comprising a deflector (19). 14. The columns (9, 10) are configured as deformed tubes shaped so as to also function as deflectors (19);
A passenger train according to any one of claims 4 to 16. 15. The length of the elongated slot (14) is based on the vertical deviation dimension of both communicating passages (22, 22') when the two vehicle bodies (20, 20') are connected in different loading states. The passenger train according to any one of claims 4 to 14, wherein the passenger train is also large. 16. A deflection member ( 19). The passenger train according to any one of claims 4 to 15. 17. Passenger vehicle according to any one of claims 4 to 16, wherein the centering pin (13) is axially spring-supported so as to be submersible to the outer surface of the column (9) when subjected to an external force. train. 18. The two connecting passage sections (22, 22') are aligned and abut each other, and each one centering pin (13) is connected to the column (22, 22') opposite to the centering pin (13).
10) and the columns (9, 1).
4 . 4 . 4 . Passenger trains listed in any one of paragraphs 1 to 17. 19. Each communication passage portion (22) is a column (9,
10), each of said columns being pivotably guided laterally via a swivel joint (7, 8) in each case at its lower end; Both columns (9, 10) have transmission members (
A spring member (4) connected to the communicating passage portion (22) by a connecting passageway portion (22) is incorporated therein, and the transmitting member (5) is connected to a direction change guide member ( 6
19. Passenger train according to any one of claims 4 to 18, characterized in that the passenger train is guided in a plane deflected from the direction of action of the spring element (4) by means of a . 20. Each communication channel section (22) has a retaining and centering device (28), with a centering member (13') and a slot member (14') on both sides of the retaining and centering device.
one of these is disposed and is supported in the guides (15, 16) so as to be non-rotatable and shiftable laterally, and the centering member (13') is connected to the transmission member (5). ), the two deflection guide members (6) are connected to the slot member (14') and the transmission member (5) is pivotally supported in the communication passage portion (22);
A further deflection guide member (
6').
Passenger trains listed in any one of the above. 21, Centering member (13') and slot member (1
21. Passenger train according to claim 20, characterized in that the parts 4') are connected to one another in the same plane by means of a spring element (4) and a transmission element (5). 22. Each connecting passage section (22) has a holding and centering device (29), in which the holding and centering device has two columns arranged substantially vertically on each side of the sliding surface (27). (9, 10) are constructed as flexure springs (17, 18) and are preloaded at both ends of the columns via a respective pivot joint (7, 8) approximately at the longitudinal midpoint of each column. The communication passage portion (22
) The passenger train according to any one of claims 4 to 21, wherein the passenger train is connected to a passenger train. 26. Claim 26, wherein the flexure springs (17, 18) are made of a composite material combined with glass fibers or carbon fibers, and the materials are used in the form of a composite structure in order to obtain a combination of material properties. Passenger train described in 22. 24. When the flexure springs (17, 18) are not preloaded, they have a slightly bent shape with respect to their longitudinal axis, and when assembled to the side surface of the communication passage section (22), the upper ends of the flexure springs 24. Passenger train according to claim 22 or 23, wherein the section and the lower end section are preloaded. 25, the flexure springs (17, 18) have one axially spring-supported centering pin (13) at one end and one oblong slot (13) at the other end.
25. Passenger train according to one of claims 22 to 24, comprising: 4) and a deflector (19). 26. The holding and centering device (29) has two flexure springs (17, 18) and a total of two centering pins (13) and two slots (14) to reduce the surface pressure. 26. A passenger train according to any one of claims 22 to 25, comprising: 27. Each connecting channel section (22) has a holding and centering device (36) in which each column (9, 10) has a horizontally arranged spring member (4).
are maintained in a substantially upright position on the sides of said connecting passageway portion (22) through said respective columns (9, 10).
has at least two sliding members (34, 34') arranged parallel to each other and spaced apart, each bearing on one pivot joint (8, 8'), said sliding members A horizontal guide (16,
16'), wherein at least one of the guides (16, 16') has a rotary bearing (33).
Passenger trains listed in any one of paragraphs 26 to 26. 28. Each communicating channel section (22) has a retaining and centering device (37) in which each column (9, 10) is connected to said communicating channel via a horizontally arranged spring member (4). It is kept in an almost upright position on the side of the passageway part (22),
Each of said columns (9, 10) is provided with at least two sliding members (34, 34') which are respectively supported on one pivot joint (8, 8') and are arranged parallel to each other and spaced apart.
), and at least one (8') of said swivel joints (8, 8') is guided in an elongated hole (35) provided in each column (9, 10), and said sliding Element(
34, 34') are supported laterally shiftably in horizontal guides (16, 16') provided in each connecting channel section (22). Passenger train described in paragraph 1. 29. Each communicating channel section (22) has a retaining and centering device (38, 39) in which a spring member (4) is installed vertically in each column (9, 10). The communication passage portion (
22), and the transmission member (5) is connected to a direction change guide member (
29. Passenger train according to one of claims 4 to 28, characterized in that it is guided in a plane deflected from the direction of action of the spring element (4) by a 6). 30, holding and centering device (125, 26, 28,
29, 36, 37, 38, 39) can also be compatible with conventional UIC type rubber beaded connecting passages instead of connecting passage parts (22') of the same type. , a passenger train according to any one of claims 4 to 29.