SE453983B - TRANSITION PROTECTION TRANSFER - Google Patents
TRANSITION PROTECTION TRANSFERInfo
- Publication number
- SE453983B SE453983B SE8301638A SE8301638A SE453983B SE 453983 B SE453983 B SE 453983B SE 8301638 A SE8301638 A SE 8301638A SE 8301638 A SE8301638 A SE 8301638A SE 453983 B SE453983 B SE 453983B
- Authority
- SE
- Sweden
- Prior art keywords
- carriage
- portal
- central
- transition protection
- abutment surface
- Prior art date
Links
- 230000007704 transition Effects 0.000 title claims description 8
- 230000008878 coupling Effects 0.000 claims description 7
- 238000010168 coupling process Methods 0.000 claims description 7
- 238000005859 coupling reaction Methods 0.000 claims description 7
- 230000000295 complement effect Effects 0.000 claims description 2
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60D—VEHICLE CONNECTIONS
- B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
- B60D5/006—Passages between articulated vehicles, e.g. bridges or rotating plates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
- B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Body Structure For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Vibration Dampers (AREA)
- Vibration Prevention Devices (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Forging (AREA)
- Manufacturing Of Steel Electrode Plates (AREA)
Description
10k 15 20 25 30 35 453 983 längsgående mittaxel och att mittportalen uppvisar ett motsvarande motlager med samma, mot anliggningsytan anpas- sad konturform. 10k 15 20 25 30 35 453 983 longitudinal central axis and that the central portal has a corresponding counter bearing with the same contour shape adapted to the abutment surface.
Ett utföringsexempel av uppfinningen beskrivs nedan närma- re under hänvisning till åtföljande ritning, där fig. 1 i perspektiv från sidan visar änden av en vagn med på avstånd liggande mittportal, fig. 2 visar vagnsänden och mittportalen sedda från sidan, fig. 3 är ett snitt längs linjen III - III i fig. l, och fig. 4 är ett snitt längs linjen IV - IV i fig. 1.An embodiment of the invention is described in more detail below with reference to the accompanying drawing, in which Fig. 1 shows in perspective from the side the end of a carriage with a spaced-apart center portal, Fig. 2 shows the carriage end and the center portal seen from the side, Fig. 3 is a section along the line III - III in Fig. 1, and Fig. 4 is a section along the line IV - IV in Fig. 1.
' Vagnens l ändar är direkt eller via ett med omkretsprofilen i linje liggande liv 2 försedda med en omlöpande anligg- níngsyta 3, som skjuter utanför vagnsändens vägg 4. Härvid är anliggningsytan 3 utformad som del av ytan hos en sfär a vars mittpunkt X ligger på vagnens l längsgående mitt- axel Y. Anllggningsytan 3 uppvisar utmed hela sin sträck- ning lutning mot periferiprofilen. Företrädesvis-är sfärens a radie så vald, att anliggningsytan 3 vid sitt övre och undre område lutar mot omkretsprofilen med en vinkel av cirka 450 vid en vagn l, vars vertikala dimension är stör- re än den horisontella, såsom visas i fig. l. Vid tak- och golvavrundningen samt vid sidorna avviker anläggnings- ytans 3 lutning, om än i ringa mån, från denna vinkel 1 motsvarighet till ytan hos sfären a.The ends of the carriage are directly or via a web 2 aligned with the circumferential profile provided with a circumferential abutment surface 3, which projects beyond the wall 4 of the carriage end. In this case the abutment surface 3 is formed as part of the surface of a sphere a whose center point X lies on the longitudinal central axis Y of the carriage 1. The abutment surface 3 has a slope along its entire length towards the peripheral profile. Preferably, the radius of the sphere is chosen so that the abutment surface 3 at its upper and lower area is inclined towards the circumferential profile at an angle of about 450 at a carriage 1, the vertical dimension of which is larger than the horizontal one, as shown in Fig. 1. At the roof and floor rounding and at the sides, the slope of the contact surface 3 deviates, albeit to a small extent, from this angle 1 corresponding to the surface of the sphere a.
Den vid ändarna hos vagnen l i ett tågsätt anordnade omlö- pande mittportalen 5 är med sin utsida anpassad till yag- nens l utsida och bär vid sina mot vagnens 1 ändar vända sidor ett omlöpande, mot omkretsprofilen lutande motlager 6, vars lutning likaledes motsvarar ytan hos sfären a, så att motlagret 6 är komplementärt till anliggningsytan 3.The circumferential central portal 5 arranged at the ends of the carriage 1 in a train set is adapted with its outside to the outside of the carriage 1 and carries on its sides facing the ends of the carriage 1 a circumferential abutment bearing 6 inclined to the circumferential profile, the inclination of which also corresponds to the surface of sphere a, so that the counter bearing 6 is complementary to the abutment surface 3.
”J 10 15 20 25 453 983 Mittportalen 5 består företrädesvis av två likartat utfor- made delar Sa, Sb, vilka är lösbart förbundna med varandra och är förbundna med den ej visade, horisontellt sväng- bara mittbuffertkopplingen, som förbinder vagnarna 1 med varandra och håller desamma på inbördes avstånd. Genom en under övergången 7 anordnad öppning 8 i vagnens 1 ände utskjuter den av anliggningsytan 3 likaledes omslutna mittbuffertkopplingen, varvid koppelstången är så dimen- sionerad, att mittbuffertkopplingens ändyta ligger i skiljeplanet mellan delarna 5a, 5b. Härigenom uppnås att vid isärkoppling av ett tågsätt kvarhålles delarna 5a respektive 5b på respektive vagn 1. Till följd av utform- ningen och det lutande arrangemanget av anliggningsytan 3 och motlagret 6 skulle mittportalen 5 vara självbärande och självstyrande och behövde endast låsas mot vridning kring den längsgående mittaxeln Y.The center portal 5 preferably consists of two similarly shaped parts Sa, Sb, which are releasably connected to each other and are connected to the horizontally pivotable central buffer coupling (not shown), which connects the carriages 1 to each other and keep the same at a mutual distance. Through an opening 8 arranged in the transition 7 at the end of the carriage 1, the central buffer coupling likewise enclosed by the abutment surface 3 projects, the coupling rod being dimensioned so that the end surface of the central buffer coupling lies in the dividing plane between the parts 5a, 5b. In this way it is achieved that when disconnecting a train set the parts 5a and 5b are retained on the respective carriage 1. Due to the design and the inclined arrangement of the abutment surface 3 and the counter bearing 6, the center portal 5 would be self-supporting and self-steering and only needed to be locked against rotation around the longitudinal mittaxeln Y.
Såsom är känt är varje mittbuffertkoppling försedd med en fjädrad drag- och stötanordning för upptagning av längs- gående krafter. För att möjliggöra denna fjädringsrörelse finnes ett erforderligt avstånd mellan vagnen l och mitt- portalen 5, varvid den sålunda uppkomna spalten täckes med en elastisk tätning. Bredden hos anliggningsytan 3 och motlagret 6 bestämmas av den erforderliga övertäck- ningsgraden för att ingen spaltöppning skall uppstå mel- lan vagnen l och mittportalen vid kurvkörning eller andra relativrörelser.As is known, each center buffer coupling is provided with a resilient traction and shock device for absorbing longitudinal forces. To enable this suspension movement, there is a required distance between the carriage 1 and the central portal 5, whereby the gap thus formed is covered with an elastic seal. The width of the abutment surface 3 and the counter bearing 6 is determined by the required degree of coverage so that no gap opening will occur between the carriage 1 and the center portal during cornering or other relative movements.
Claims (5)
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19823233794 DE3233794A1 (en) | 1982-09-11 | 1982-09-11 | TRANSITION PROTECTION FOR RAIL VEHICLES |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| SE8301638D0 SE8301638D0 (en) | 1983-03-24 |
| SE8301638L SE8301638L (en) | 1984-03-12 |
| SE453983B true SE453983B (en) | 1988-03-21 |
Family
ID=6173006
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| SE8301638A SE453983B (en) | 1982-09-11 | 1983-03-24 | TRANSITION PROTECTION TRANSFER |
Country Status (6)
| Country | Link |
|---|---|
| JP (1) | JPS5950858A (en) |
| DE (1) | DE3233794A1 (en) |
| FR (1) | FR2532901B1 (en) |
| GB (1) | GB2126965B (en) |
| IT (1) | IT1164437B (en) |
| SE (1) | SE453983B (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3401555A1 (en) * | 1984-01-18 | 1985-07-25 | Linke-Hofmann-Busch, Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter | LEADED MEDIUM PORTAL FOR TRANSITIONAL PROTECTION |
| DE3418679A1 (en) * | 1984-05-19 | 1985-11-21 | Linke-Hofmann-Busch, Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter | GUIDED CENTRAL PORTAL WITH A SPECIFIC DISTANCE BETWEEN CENTRAL PORTAL AND VEHICLE |
| JPS6158051A (en) * | 1984-08-28 | 1986-03-25 | Nec Corp | False trouble generating system |
| DE3509140C1 (en) * | 1985-03-14 | 1986-08-14 | Gebr. Märklin & Cie GmbH, 7320 Göppingen | Apparatus for connecting two wagons on a model railway |
| CA3099651A1 (en) * | 2017-05-30 | 2018-12-06 | Pantero Technologies Inc. | Articulation system for commercial road vehicles |
| FR3096949B1 (en) * | 2019-06-04 | 2021-11-12 | Sncf Mobilites | Extension device to ensure continuity for the circulation of air between a front rail vehicle and a rear rail vehicle of a rail train |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE635084C (en) * | 1934-03-25 | 1936-09-09 | Henschel & Sohn A G | Arrangement of train units for high driving speeds |
| FR1079232A (en) * | 1952-04-30 | 1954-11-26 | Articulated connection device for vehicles on the road or on rails formed by two or more elements | |
| DE929672C (en) * | 1953-04-11 | 1955-06-30 | Scharfenbergkupplung Ag | Transition bridge between two rail vehicles with central buffer couplings |
| DE1951704A1 (en) * | 1968-10-14 | 1970-10-08 | British Railways Board | Railroad train |
| US3922971A (en) * | 1974-05-09 | 1975-12-02 | Boeing Co | Articulated railway vehicle connecting passage |
-
1982
- 1982-09-11 DE DE19823233794 patent/DE3233794A1/en active Granted
-
1983
- 1983-03-24 SE SE8301638A patent/SE453983B/en not_active IP Right Cessation
- 1983-05-17 GB GB08313540A patent/GB2126965B/en not_active Expired
- 1983-05-27 FR FR8308777A patent/FR2532901B1/en not_active Expired
- 1983-07-11 JP JP58124867A patent/JPS5950858A/en active Granted
- 1983-09-02 IT IT22753/83A patent/IT1164437B/en active
Also Published As
| Publication number | Publication date |
|---|---|
| DE3233794C2 (en) | 1989-07-06 |
| JPS5950858A (en) | 1984-03-24 |
| FR2532901A1 (en) | 1984-03-16 |
| SE8301638D0 (en) | 1983-03-24 |
| IT8322753A0 (en) | 1983-09-02 |
| JPS6354583B2 (en) | 1988-10-28 |
| GB8313540D0 (en) | 1983-06-22 |
| GB2126965A (en) | 1984-04-04 |
| SE8301638L (en) | 1984-03-12 |
| FR2532901B1 (en) | 1986-01-17 |
| DE3233794A1 (en) | 1984-03-15 |
| GB2126965B (en) | 1986-02-19 |
| IT1164437B (en) | 1987-04-08 |
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