RU13784U1 - INTERIOR CAR BRIDGE - Google Patents

Abstract

An intercar bridge, containing a fixed, horizontal apron, mounted on the end wall, a super-buffer transverse beam, the ends of which are pivotally connected to the bracket plates of the buffers, with a movable apron, one side of which is fixed to the transverse beam, and the end is freely mounted on a fixed apron, characterized in that the end parts of the transverse beam in the horizontal plane are cranked and offset to the end wall, at least by a size possible tareli th contact of the bridge girder or girders together by passing cars curves path portions, and at the end of the moving apron pivotally fastened strap, to freely lowered on the stationary apron.

Description

The bridge is intercar.

B61 D 17/20

The inventive utility model relates to devices for transferring passengers and service personnel from one car to another.

Known Passage platform of a passenger car (autosw. No. 1129104, V 61 D 17/20, claimed 12.11.82), containing an apron pivotally connected at one end to the end wall of the car, a transverse beam mounted under it, fixed on leashes, pivotally buffers connected to the bracket plates and spring-loaded in the direction longitudinal to the wagon.

In this design, the transverse beam can be deflected on spring-loaded leashes when it is struck with an apron of a neighboring car, which helps prevent its kink. However, when wagons equipped with this transition platform with wagons of an old design, having platforms with a non-spring-loaded beam, the aprons and transverse beams in operation are damaged from impacts by the apron protruding beyond the clutch axis on the transverse beam of the adjacent car, in case when at least one of the aprons is not raised to the upper position.

The prototype is the Passenger Car Landing Platform (ed. St. USSR No. 998189, 61 D 17/22 of 09/03/81), containing a fixed horizontal plate attached to the end wall, an over-buffer transverse beam, the ends of which are connected to the bracket plates of the buffer buffers pivotally with the possibility of moving it into a diagonal position, a movable apron, one side of which is fixed on the transverse beam, and the end freely rests on a fixed plate.

The disadvantage of this design is damage to the end parts of the transverse beam with buffer plates, as well as the end parts of the transverse beam of an adjacent car during the movement of cars along curved sections of the track.

The cause of these damages is the displacement of the transverse beam towards the transverse beam of the adjacent car when the cars pass the curved sections of the track, as well as due to wear on the plates and an unfavorable combination of dimensional tolerances in the installation of the beam on the buffer plates. At the indicated displacement, the end parts of the transverse beam fall into the zone of movement of the buffer plates and the transverse beam of the neighboring car and come into contact with them, as a result of which the end parts of the transverse beams are damaged.

Another drawback of the design of this transitional area is the appearance of a gap between the apron and the base plate during the movement of coupled wagons. The reason for the formation of a gap is the vertical movement of the buffer plates with a transverse beam fixed to them relative to the buffer body. Vertical movements of the buffer plates occur within the gap between the plate and the buffer body. This gap cannot be excluded, since it is necessary for the functioning of the buffer. During the movement of cars, the size of the gap is constantly changing, since the vertical movements of the plate relative to the buffer body are oscillatory in nature. The presence of a gap that varies in size between the end part of the apron and the base plate creates a risk of pinching the feet of passengers when crossing the intersection bridge.

The objective of the proposal is to ensure the safe passage of passengers on the bridge between the cars during the movement of cars, as well as the elimination of damage to the bridge bridge by eliminating its design flaws.

To this end, the carriage bridge contains a fixed, horizontal apron, fixed to the end wall, an over-buffer transverse beam, the ends of which are connected to the bracket of the buffer plates of the buffers pivotally, with the possibility of its movement to the diagonal position, a movable apron, one side of which is fixed to the transverse beam, and the end is free mounted on a fixed apron. What is new is that the end parts of the transverse beam in the horizontal plane are cranked and offset to the end wall by at least the size of the possible contact between the plate and the beam or bridge beams when passing wagons along curved sections of the track, and a hinge is fixed at the end of the movable apron the bar, freely lowered onto a fixed apron.

The technical result is expressed in the following.

The execution of the end parts of the transverse beam in the horizontal plane of the cranked shape and the displacement m to the end wall of the car will allow the end parts of the transverse beam to be brought out of the zone of possible contact with the end parts of the Cross beam and buffer plates of the adjacent car during the passage of cars of curved sections of the track, thereby eliminating their damage. The introduction of the bar pivotally fixed at the end of the movable apron and freely lowered onto the fixed apron allows you to block the gap formed between the movable and fixed aprons, which eliminates the risk of pinching the passengers feet when crossing the carriage bridge.

In FIG. 1 shows an intercar bridge, a top view; in FIG. 2 same front view; in FIG. 3 same side view; in FIG. 4 - remote element A.

The mzzhvagonns bridge consists of a fixed apron 2 fixed to the end wall 1, a movable apron 3, mounted on the over-buffer transverse beam 4, mounted by hinges 5 to the brackets 6 of the plates 7 of the buffers 8. At the end of the movable apron 3 by means of hinges 9, the bar 10 is freely lowered on a fixed apron 2.

During the movement of coupled wagons along the curved sections of the contact path between the end parts of the transverse beam 4 and the end parts of the transverse beam of the neighboring car, as well as with the buffer plates of the neighboring car, the end parts of the transverse beam 4 are displaced to the end wall 1 and are thus removed from areas of potential contact. When the wagons are moving, the plates 7 move vertically relative to the buffer body 8. The transverse beam 4 mounted on the brackets 6 of the plates 7 with the movable apron 3 attached to it moves in a vertical plane relative to the fixed apron 2. As a result of this movement, between the movable apron 3 and the fixed apron 2 a shel is formed. The bar 10 is rotated around the hinge 9, under the influence of its own weight it is lowered onto the fixed apron 2, closing the gap between the aprons 2 and 3. The hinges 5 are vertical, cylindrical axes mating with the oval holes of the brackets 6, which allows the transverse beam 4 to occupy a diagonal position relative to the transverse car axis

Claims (1)

An intercar bridge, containing a fixed, horizontal apron mounted on the end wall, an over-buffer transverse beam, the ends of which are pivotally connected to the bracket plates of the buffers, with a movable apron, one side of which is fixed to the transverse beam, and the end is freely mounted on a fixed apron, characterized in that the end parts of the transverse beam in the horizontal plane are cranked and offset to the end wall, at least by a size possible tareli th contact of the bridge girder or girders together by passing cars curves path portions, and at the end of the moving apron pivotally fastened strap, to freely lowered on the stationary apron.