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EP1763466A1 - Coupling muff connection comprising a three-part adapter supporting plate - Google Patents

Coupling muff connection comprising a three-part adapter supporting plate

Info

Publication number
EP1763466A1
EP1763466A1 EP05754023A EP05754023A EP1763466A1 EP 1763466 A1 EP1763466 A1 EP 1763466A1 EP 05754023 A EP05754023 A EP 05754023A EP 05754023 A EP05754023 A EP 05754023A EP 1763466 A1 EP1763466 A1 EP 1763466A1
Authority
EP
European Patent Office
Prior art keywords
sliding plate
glp
bellows
transition
coupling device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP05754023A
Other languages
German (de)
French (fr)
Other versions
EP1763466B1 (en
Inventor
Clemens Egger
Georg Fleischmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG Oesterreich
Original Assignee
Siemens Transportation Systems GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Transportation Systems GmbH and Co KG filed Critical Siemens Transportation Systems GmbH and Co KG
Priority to AT05754023T priority Critical patent/ATE409150T1/en
Publication of EP1763466A1 publication Critical patent/EP1763466A1/en
Application granted granted Critical
Publication of EP1763466B1 publication Critical patent/EP1763466B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a train with at least two coupled rail vehicles, between which a transition with at least two interconnectable, each having a plurality of bellows frame bellows is provided, and the transition further transition plates and slidable on a between the rail vehicles via a coupling device sliding support for has the transition plates, wherein at least one anti-climb device is provided at the mutually coupled end regions of the rail vehicles, and the anti-climb devices each substantially over the entire vehicle width durau fen, the underside of the bellows frame over the upper edges of the Aufkletterstoffvorrich ⁇ lines and the sliding plate under the lower edge the Aufkletterstoffvoroplastyen ange ⁇ are arranged.
  • a rail vehicle of the type mentioned is known for example from A 1735/2003. This rail vehicle is shown schematically in Fig. 1 and will be explained in more detail below.
  • the known train association ZUV has at least two vehicles WA1, WA2 coupled to one another via a clutch KUP.
  • Each of the two vehicles WA1, WA2 has, at a longitudinal end, a climbing protection device AC1, AC2, which extends substantially over the entire width of the vehicle and is preferably made of steel.
  • a transition UEB is provided, which has a completely enclosed wave bellows, which consists of at least two parts WBl, WB2. Namely, a first, in the representation of the left car WAl associated Wellenbalg WBl and a second, in the representation of the right car WA2 zugeord ⁇ Neten bellows WB2.
  • each bellows WB1, WB2, spielnger have an end-side, not shown here frame, said frame can be screwed together, or connected via another coupling mechanism.
  • the bellows WB1, WB2 each have parallel bellows frames BR1, BR2, BR3, BR4, which are preferably made of aluminum. In the illustration, these Belgrahmen BRl, BR2, BR3, BR4 are indicated by dashed lines. Between two waves of the wave bellows WB1, WB2 there is in each case a bellows frame BR1, BR2, BR3, BR4.
  • the function of the bellows frames BRl, BR2, BR3, BR4 is to maintain the structure of the bellows and to connect the shafts of the bellows.
  • the bellows frames BR1, BR2, BR3, BR4 are arranged so that the lower surfaces of the bellows frames BR1, BR2, BR3, BR4 come to lie above the upper edges of the anti-climbing protection devices AC1, AC2. This avoids that, in the event of a collision by the bellows frames BR1, BR2, BR3, BR4, an intermeshing of the anti-climb protection devices AC1, AC2 is prevented.
  • end bellows frame BR1, BR4 of each bellows WB1, WB2 becomes above, below the bottom area of the transition UEB and above the upper edge of the anti-climbing devices AC1, AC2 in front of a car body WK1, WK2 of one of the rail vehicles WA1, WA2 arranged profile PR1, PR2 connected to the car body WKL, WK2.
  • the use of narrow profiles PR1, PR2 as screw-on frames in the horizontal bottom area of the transition makes it possible to easily install the transition UEB above the upper edge of the anti-limbers AC1, AC2.
  • the profiles PR1, PR2 can also be part of a frame which is mounted on the car body WKl or WK2.
  • transition UEB transition plates so-called bridge plates, UBl, UB2, UB3, UB4 are provided, each two referred to as UBl, UB2 transition plates, hereinafter referred to as'"lateral transition plates" UBl, UB2, on a profile WPl , WP2 of each associated car body WKL, WK2 each about a parallel to the rail plane and normal in the vehicle longitudinal axis A, A 'are rotatably mounted, wherein the transition plates UBl, UB2, UB3, UB4 substantially at the level of the floor top edges FNL, FN2 Hegen.
  • each ice cream wagon WA1, WA2 can be recessed in the vehicle longitudinal direction at the mutually coupled end regions.
  • profiles WP1, WP2 made of a material which is more easily deformable installed as the supporting structure of the bulkhead.
  • the lateral transitional plates UB1, UB2 can be fastened to these profiles WPL, WP2 in the manner mentioned above.
  • a support ABS for a middle transition plate or middle transition plates UB3, UB4 is arranged above the center of the coupling KPM of the two rail vehicles WA1, WA2, a support ABS for a middle transition plate or middle transition plates UB3, UB4 is arranged.
  • the support ABS may be formed integrally with the middle transition plate at its upper portion.
  • On this transitional plate or transitional plates UB3, UB4 are each arranged on the car bodies WKl, WK2 lateral Automatgangs ⁇ plates UBl, UB2.
  • the free ends of the middle transition plate or of the transitional plates UB3, UB4 can bevelled and lie below the lateral transitional plates UB1, UB2.
  • the lateral transition sheets UBl, UB2 are supported at their free ends on the middle transition sheets UB3, UB4.
  • the support ABS is arranged displaceably on a sliding plate GLP arranged above the coupling device KUP.
  • the lower section UAB of the support ABS which cooperates with the sliding plate GLP, can be made of steel, in order to improve the wear characteristics, as well as the sliding plate support on which the actual plastic sliding plate is fastened.
  • the sliding plate GLP and the lower portion UAB of the support ABS are arranged according to the invention under the lower edge of the anti-climbing devices AC1, AC2.
  • the support ABS may be made of aluminum in an installed state substantially normal to the rail plane, located between the anti-hammer ACl, AC2 vertical section MAB. This embodiment ensures that the anti-climbing devices AC1, AC2 in a collision case penetrate or deform the vertical middle section MAB made of aluminum and can thus intermesh.
  • the support of the transition must be lowered as far as possible. Ie. the dimension between the sliding plate and the longitudinal axis Kupplungs ⁇ should be kept as small as possible.
  • a very frequently used construction in a railroad car coupler connection is the so-called shell and socket connection. It makes it possible to produce a simple, secure and reliable connection of the two short coupling halves.
  • each part of the coupling plate is fixedly arranged on each part of the sliding plate, so the sliding plate must be mounted at a height above the shell socket joint, which allows a separation of the two railway cars lifting the upper shell sleeve so far that it no longer engages in the shell muff enbund, and the connection can be disconnected.
  • the sliding plate has at least three plate-shaped parts, wherein an over the shell sleeve joint arranged middle part of the sliding plate with the coupling device is detachably connected. Since the middle part of the sliding plate is detachably connected to the coupling device, this can be removed before disconnecting the coupling connection (opening the shell sleeve and lifting the upper shell sleeve half). The space above the upper shell half can thus be freed by removing the middle part of the sliding plate, whereby the upper shell half can be raised.
  • the middle part of the sliding plate is screwed to the coupling device.
  • a lateral part of the sliding plate is arranged on each of a rail vehicle associated coupling half of the coupling device, wherein the lateral parts are conveniently fixedly connected to the hitch half ever associated with them.
  • the middle part of the sliding plate can be screwed to one end section of the dome halves, the upper edges of the end sections being in a mounted state at least at the level of the upper edge of a dome upper shell sleeve lie.
  • Figure 2 is a close coupling half with a shell sleeve and a sliding plate according to the invention in a side view.
  • FIG. 3 shows the short-coupling half from FIG. 2 in a plan view
  • FIG. 4 shows the region X from FIG. 3 in more detail
  • FIG. 5 shows a section along the line B-B in Fig. 2 and
  • Fig. 6 the area Y of Figure 5.
  • an inventive drawstring has a coupling device KUP consisting of two halves, the two coupling halves being connected to one another via a shell sleeve SCM.
  • the first coupling half KH1 shown here has a coupling rod KST which is connected to the associated rail vehicle, not shown here.
  • the sliding plate GLP has at least three plate-shaped parts STE, MTE, wherein the third lateral part of the sliding plate GLP together with the associated second coupling half is not shown here.
  • the first lateral part STE of the sliding plate GLP is connected to the first coupling half KH1, wherein the part STE preferably solid, d. H. essentially non-detachably connected to the coupling half KHl.
  • the lateral part STE can also be bolted to the coupling half KHl.
  • the arrangement of the second lateral part, not shown, of the sliding plate GLP on the second coupling half corresponds to the arrangement of the first lateral part STE on the first coupling half KH1.
  • a middle part MTE of the sliding plate GLP is arranged.
  • the middle part MTE is connected to one end portion of the dome half KHl and the second dome half, not shown here.
  • the upper edges of the end sections are in this case at least at the level of the upper edge of the upper part of the shell muff connection SCM (FIG. 5).
  • the three parts of the sliding plate GLP lie substantially in one plane, so that the surfaces of the three parts STE, MTE form a flat surface (FIGS. 3, 4).
  • the middle part MTE of the sliding plate GLP is releasably connected to one coupling half KHl, preferably screwed, wherein the screw heads are below the level of the surface of the sliding plate GLP, or close with the surface (Fig 5 you Fig. 6).
  • the middle part MTE can be removed in a simple manner, whereby sufficient space is available for lifting the upper shell muffle OSM.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Body Structure For Vehicles (AREA)
  • Pulleys (AREA)
  • Supports For Pipes And Cables (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Abstract

The invention relates to a convoy comprising at least two intercoupled rail vehicles between which an adapter is arranged, said adapter including at least two interconnectable sets of bellows which are respectively provided with a plurality of frames, in addition to adapter sheets , and a support for the adapter sheets, that can be displaced on a sliding plate arranged between the rail vehicles above a coupling device . At least one anti-catching device is provided on the intercoupled end regions of the rail vehicles , said anti-catching devices extending essentially over the entire width of the vehicle, and the two rail vehicle are intercoupled by a spiral sleeve. The sliding plate is embodied as three parts, part of the sliding plate arranged on the spiral sleeve being detachably connected to the coupling device.

Description

KUPPLUNGSMUFFENVERBINDUNG MIT DREITEILIGER ÜBERGANGSABSTÜTZPLATTE CLUTCH PULLEY CONNECTION WITH TRIPLE TRANSFER SUPPORT PLATE
Die Erfindung betrifft einen Zugverband mit zumindest zwei miteinander gekuppelten Schienenfahrzeugen, zwischen welchen ein Übergang mit zumindest zwei miteinander verbindbaren, je mehrere Balgrahmen aufweisenden Wellenbälgen vorgesehen ist, und der Übergang weiters Übergangsbleche und eine auf einer zwischen den Schienenfahrzeugen über einer Kupplungsvorrichtung angeordneten Gleitplatte verschiebbare Abstützung für die Übergangsbleche aufweist, wobei an den miteinander gekuppelten Endbereichen der Schienenfahrzeuge je zumindest eine Aufkletterschutzvorrichtung vorgesehen ist, und die Aufkletterschutzvorrichtungen je im wesentlichen über die gesamte Fahrzeugbreite verlau¬ fen, die Unterkannten der Balgrahmen über den Oberkanten der Aufkletterschutzvorrich¬ tungen und die Gleitplatte unter der Unterkannte der Aufkletterschutzvorrichtungen ange¬ ordnet sind.The invention relates to a train with at least two coupled rail vehicles, between which a transition with at least two interconnectable, each having a plurality of bellows frame bellows is provided, and the transition further transition plates and slidable on a between the rail vehicles via a coupling device sliding support for has the transition plates, wherein at least one anti-climb device is provided at the mutually coupled end regions of the rail vehicles, and the anti-climb devices each substantially over the entire vehicle width durau fen, the underside of the bellows frame over the upper edges of the Aufkletterschutzvorrich¬ lines and the sliding plate under the lower edge the Aufkletterschutzvorrichtungen ange¬ are arranged.
Im Fall eines Auffahrunfalls zwischen zwei Schienenfahrzeugen besteht die Gefahr, dass sich ein Wagenkasten eines Schienenfahrzeuges mit einem Höhenversatz über den anderen schiebt und starke Zerstörungen im Fahrgastraum, bewirkt. Diese Gefahr besteht nicht nur für kollidierende Front- bzw. Endfahrzeuge, sondern auch für in einem Zugverband befind¬ liche Fahrzeuge. Um die Gefahr des Aufkletterns zu verhindern, werden üblicherweise Aufkletterschutzvorrichtungen eingebaut. Diese Aufkletterschutzvorrichtungen, sogenannte „ Anticlimber" werden nicht nur an den Zugenden sondern auch an den Fahrzeugenden, die sich innerhalb des Zugverbandes befinden, eingebaut.In the case of a collision between two rail vehicles, there is a risk that a car body of a rail vehicle with a height offset moves over the other and causes severe destruction in the passenger compartment. This danger exists not only for colliding front or end vehicles, but also for vehicles in a train. In order to prevent the danger of climbing, usually Aufkletterschutzvorrichtungen be installed. These anti-climbers, so-called "anti-limbers" are not only installed at the ends of the train but also at the ends of the vehicle, which are located within the train.
Durch das oben genannte Schienenfahrzeug kann im Fall einer Kollision ein sicheres Eingrei¬ fen zweier einander gegenüberliegender Anticlimber auch bei einer seitlichen Versetzung der kollidierenden Schienenfahrzeuge zueinander gewährleistet werden.By means of the abovementioned rail vehicle, in the event of a collision, secure engagement of two opposing anti-limbers can be ensured even when the colliding rolling stock is displaced laterally relative to one another.
Ein Schienenfahrzeug der eingangs genannten Art ist beispielsweise aus der A 1735/2003 bekannt geworden. Dieses Schienenfahrzeug ist in Fig. 1 schematisch dargestellt und soll im Folgenden näher erläutert werden.A rail vehicle of the type mentioned is known for example from A 1735/2003. This rail vehicle is shown schematically in Fig. 1 and will be explained in more detail below.
Gemäß Fig. 1 weist der bekannte Zugverband ZUV mindestens zwei über eine Kupplung KUP miteinander gekuppelte Fahrzeuge WAl, WA2 auf. Jedes der beiden Fahrzeuge WAl, WA2 weist an einem längsseitigen Ende eine im wesentlichen über die gesamte Fahrzeug¬ breite verlaufende Aufkletterschutzvorrichtung ACl, AC2, die bevorzugterweise aus Stahl gefertigt ist, auf. Zwischen den Schienenfahrzeugen WAl, WA2 ist ein Übergang UEB vorgesehen, welcher einen rundum geschlossenen Wellenbalg aufweist, der aus zumindest zwei Teilen WBl, WB2 besteht. Nämlich einen ersten, in der Darstellung dem linken Wagen WAl zugeordneten Wellenbalg WBl und einen zweiten, in der Darstellung dem rechten Wagen WA2 zugeord¬ neten Wellenbalg WB2. Die Welleribälge WBl, WB2 können an ihren einander zugeordneten Enden ENI, ENI miteinander verbunden werden. Hierzu kann jeder Balg WBl, WB2, bei¬ spielsweise einen endseitigen, hier nicht dargestellten Rahmen aufweisen, wobei diese Rahmen miteinander verschraubt, oder über einen anderen Kuppelmechanismus verbunden werden können. Die Wellenbälge WBl, WB2 weisen je parallel zueinander angeordnete Balgrahmen BRl, BR2, BR3, BR4 auf, die vorzugsweise aus Aluminium gefertigt sind. In der Darstellung sind diese Balgrahmen BRl, BR2, BR3, BR4 durch strichlierte Linien angedeutet. Zwischen zwei Wellen des Wellenbalges WBl, WB2 befindet sich hierbei je ein Balgrahmen BRl, BR2, BR3, BR4. Die Funktion der Balgrahmen BRl, BR2, BR3, BR4 besteht darin, die Struktur des Wellenbalges aufrechtzuerhalten und die Wellen des Wellenbalges miteinander zu verbinden. Die Balgrahmen BRl, BR2, BR3, BR4 sind so angeordnet, dass die Unterkann¬ ten der Balgrahmen BRl, BR2, BR3, BR4 über den Oberkanten der Aufkletterschutzvorrich¬ tungen ACl, AC2 zu liegen kommen. Dadurch wird vermieden, dass bei einer Kollision durch die Balgrahmen BRl, BR2, BR3, BR4 ein Ineinandergreifen der Aufkletterschutzvor¬ richtungen ACl, AC2 verhindert wird.According to FIG. 1, the known train association ZUV has at least two vehicles WA1, WA2 coupled to one another via a clutch KUP. Each of the two vehicles WA1, WA2 has, at a longitudinal end, a climbing protection device AC1, AC2, which extends substantially over the entire width of the vehicle and is preferably made of steel. Between the rail vehicles WA1, WA2 a transition UEB is provided, which has a completely enclosed wave bellows, which consists of at least two parts WBl, WB2. Namely, a first, in the representation of the left car WAl associated Wellenbalg WBl and a second, in the representation of the right car WA2 zugeord¬ Neten bellows WB2. The Welleribälge WBl, WB2 can be connected together at their mutually associated ends ENI, ENI. For this purpose, each bellows WB1, WB2, spielsweise have an end-side, not shown here frame, said frame can be screwed together, or connected via another coupling mechanism. The bellows WB1, WB2 each have parallel bellows frames BR1, BR2, BR3, BR4, which are preferably made of aluminum. In the illustration, these Belgrahmen BRl, BR2, BR3, BR4 are indicated by dashed lines. Between two waves of the wave bellows WB1, WB2 there is in each case a bellows frame BR1, BR2, BR3, BR4. The function of the bellows frames BRl, BR2, BR3, BR4 is to maintain the structure of the bellows and to connect the shafts of the bellows. The bellows frames BR1, BR2, BR3, BR4 are arranged so that the lower surfaces of the bellows frames BR1, BR2, BR3, BR4 come to lie above the upper edges of the anti-climbing protection devices AC1, AC2. This avoids that, in the event of a collision by the bellows frames BR1, BR2, BR3, BR4, an intermeshing of the anti-climb protection devices AC1, AC2 is prevented.
Um die Anordnung der Balgrahmen BRl, BR2, BR3, BR4 über den Auflaufschutzvorrichtun¬ gen ACl, AC2 zu ermöglichen, wird der untere Rand eines wagenkastenseitig gelegenen, endseitigen Balgrahmens BRl, BR4 jedes Wellenbalges WBl, WB2 über ein, unter dem Bodenbereich des Übergangs UEB und über der Oberkante der Aufkletterschutzvorrichtun- gen ACl, AC2 vor einem Wagenkasten WKl, WK2 eines der Schienenfahrzeuge WAl, WA2 angeordnetes Profil PRl, PR2 mit dem Wagenkasten WKl, WK2 verbunden. Die Verwen¬ dung schmaler Profile PRl, PR2 als Anschraubrahmen im horizontalen Bodenbereichs des Übergangs ermöglicht eine einfache Montage des Überganges UEB oberhalb der Oberkante der Anticlimber ACl, AC2. Die Profile PRl, PR2 können auch Teil eines Rahmens sein, der auf den Wagenkasten WKl bzw. WK2 montiert ist.In order to enable the arrangement of the bellows frames BR1, BR2, BR3, BR4 via the overrun protection devices AC1, AC2, the lower edge of a cart body side, end bellows frame BR1, BR4 of each bellows WB1, WB2 becomes above, below the bottom area of the transition UEB and above the upper edge of the anti-climbing devices AC1, AC2 in front of a car body WK1, WK2 of one of the rail vehicles WA1, WA2 arranged profile PR1, PR2 connected to the car body WKL, WK2. The use of narrow profiles PR1, PR2 as screw-on frames in the horizontal bottom area of the transition makes it possible to easily install the transition UEB above the upper edge of the anti-limbers AC1, AC2. The profiles PR1, PR2 can also be part of a frame which is mounted on the car body WKl or WK2.
Weiters sind in dem Übergang UEB Übergangsbleche, sogenannte Brückenbleche, UBl, UB2, UB3, UB4 vorgesehen, wobei je zwei, als UBl, UB2 bezeichnete Übergangsbleche, im Fol¬ genden als '„seitliche Übergangsbleche" UBl, UB2 bezeichnet, an einem Profil WPl, WP2 des je zugeordneten Wagenkastens WKl, WK2 je um eine parallel zur Schienenebene und normal in Fahrzeuglängsrichtung verlaufende Achse A, A' drehbar gelagert sind, wobei die Übergangsbleche UBl, UB2, UB3, UB4 im wesentlichen auf Niveau der Fußbodenoberkanten FNl, FN2 Hegen. Weiters kann die tragende Struktur der Stirnwand jedes Eiseribahnwaggons WAl, WA2 an den miteinander gekuppelten Endbereichen in Fahrzeuglängsrichtung zurückversetzt sein. In den durch die Zurückversetzung frei werdenden Einbauraum werden zu beiden Seiten einer Öffnung in den Wagenkästen WKl, WK2, durch welche mittels des Übergangs UEB ein Fahrgastwechsel von einem Fahrzeug WAl, WA2 in das andere möglich wird, Profile WPl, WP2 aus einem leichter deformierbaren Material als die tragende Struktur der Stirnwand eingebaut. An diesen Profilen WPl, WP2 können, wie aus der Zeichnung ersichtlich ist, die seitlichen Übergangsbleche UBl, UB2 auf die oben erwähnte Art befestigt werden.Furthermore, in the transition UEB transition plates, so-called bridge plates, UBl, UB2, UB3, UB4 are provided, each two referred to as UBl, UB2 transition plates, hereinafter referred to as'"lateral transition plates" UBl, UB2, on a profile WPl , WP2 of each associated car body WKL, WK2 each about a parallel to the rail plane and normal in the vehicle longitudinal axis A, A 'are rotatably mounted, wherein the transition plates UBl, UB2, UB3, UB4 substantially at the level of the floor top edges FNL, FN2 Hegen. Furthermore, the load-bearing structure of the front wall of each ice cream wagon WA1, WA2 can be recessed in the vehicle longitudinal direction at the mutually coupled end regions. In the installation space which is freed up by the relocation, on both sides of an opening in the car bodies WK1, WK2, by means of which transition UEB a passenger change from one vehicle WA1, WA2 to the other becomes possible, profiles WP1, WP2 made of a material which is more easily deformable installed as the supporting structure of the bulkhead. As can be seen from the drawing, the lateral transitional plates UB1, UB2 can be fastened to these profiles WPL, WP2 in the manner mentioned above.
Durch die Anordnung von Profilen WPl, WP2 aus einem leichter deformierbaren Material, beispielsweise Aluminium, als die tragende Struktur des Stirnwand, die aus Stahl hergestellt sein kann, kommt es in einem Crashfall zu einer Deformation der weicheren Profile WPl, WP2, wodurch der nötige Raum für die Blocklänge des Überganges UEB geschaffenen wird.The arrangement of profiles WPl, WP2 of a more easily deformable material, such as aluminum, as the supporting structure of the front wall, which may be made of steel, it comes in a crash to a deformation of the softer profiles WPl, WP2, creating the necessary space is created for the block length of the transition UEB.
Über der Kupplungsmitte KPM der beiden Schienenfahrzeuge WAl, WA2 ist eine Abstüt¬ zung ABS für ein mittleres Übergangsblech bzw. mittlere Übergangsbleche UB3, UB4 ange¬ ordnet. Die Abstützung ABS kann an ihrem oberen Bereich einstückig mit dem mittleren Übergangsblech ausgebildet sein. Auf diesem Übergangsblech bzw. Übergangsblechen UB3, UB4 liegen die jeweils an den Wagenkästen WKl, WK2 angeordneten seitlichen Übergangs¬ bleche UBl, UB2 auf. Die freien Ende des mittleren Übergangsblechs bzw. der Übergangs¬ bleche UB3, UB4 können abgeschrägt sein und liegen unter den seitlichen Übergangsblechen UBl, UB2. Somit stützen sich die seitlichen Übergangsbleche UBl, UB2 an ihren freien Enden auf den mittleren Übergangsblechen UB3, UB4 ab. Durch die Abschrägung der freien Enden der mittleren Übergangsbleche UB3, UB4 wird eine Auflauffläche für die seitlichen Über¬ gangsbleche UBl, UB2 geschaffen, wodurch Verschiebungen der beiden Waggons WAl, WA2 zueinander in vertikaler und horizontaler Richtung zueinander ausgeglichen werden können.Above the center of the coupling KPM of the two rail vehicles WA1, WA2, a support ABS for a middle transition plate or middle transition plates UB3, UB4 is arranged. The support ABS may be formed integrally with the middle transition plate at its upper portion. On this transitional plate or transitional plates UB3, UB4 are each arranged on the car bodies WKl, WK2 lateral Übergangs¬ plates UBl, UB2. The free ends of the middle transition plate or of the transitional plates UB3, UB4 can be bevelled and lie below the lateral transitional plates UB1, UB2. Thus, the lateral transition sheets UBl, UB2 are supported at their free ends on the middle transition sheets UB3, UB4. Due to the chamfering of the free ends of the middle transition plates UB3, UB4, a ramp surface for the lateral transition plates UB1, UB2 is created, whereby displacements of the two carriages WA1, WA2 relative to each other in the vertical and horizontal directions can be compensated for one another.
Die Abstützung ABS ist auf einer über der Kupplungsvorrichtung KUP angeordneten Gleitplatte GLP verschiebbar angeordnet. Der untere mit der Gleitplatte GLP zusammenwir¬ kenden massive Abschnitt UAB der Abstützung ABS kann hierbei, um die Abnutzungsei¬ genschaften zu verbessern, so wie die Gleitplattenauflage , an welcher die eigentliche Kunst¬ stoffgleitplatte befestigt ist, aus Stahl gefertigt sein. Die Gleitplatte GLP und der untere Abschnitt UAB der Abstützung ABS sind erfmdungsgemäß unter der Unterkannte der Aufkletterschutzvorrichtungen ACl, AC2 angeordnet. Durch die Anordnung der Gleitplatte GLP sowie der mit der Gleitplatte zusammenwirkenden Basis UAB der Abstützung ABS unter den Aufkletterschutzvorrichtungen ACl, AC2 lässt sich vermeiden, dass durch die Gleitplatte GLP oder die Basis UAB der Abstützung ein Ineinandergreifen der Aufkletter¬ schutzvorrichtungen ACl, AC2 bei einer Kollision verhindert wird.The support ABS is arranged displaceably on a sliding plate GLP arranged above the coupling device KUP. The lower section UAB of the support ABS, which cooperates with the sliding plate GLP, can be made of steel, in order to improve the wear characteristics, as well as the sliding plate support on which the actual plastic sliding plate is fastened. The sliding plate GLP and the lower portion UAB of the support ABS are arranged according to the invention under the lower edge of the anti-climbing devices AC1, AC2. The arrangement of the sliding plate GLP and cooperating with the sliding plate base UAB of the support ABS under the anti-climber ACl, AC2 can be avoided by the Sliding plate GLP or the base UAB of the support, a meshing of Aufkletter¬ protection devices ACl, AC2 is prevented in a collision.
Weiters kann die Abstützung ABS an in einem eingebauten Zustand im wesentlichen normal zu der Schienenebene verlaufenden, zwischen den AnticHmbern ACl, AC2 gelegenen vertikalen Abschnitt MAB aus Aluminium gefertigt sein. Durch diese Ausführungsform wird gewährleistet, dass die Aufkletterschutzvorrichtungen ACl, AC2 in einem Kollisions¬ fall den vertikalen, aus Aluminium gefertigten, mittleren Abschnitt MAB durchdringen bzw. deformieren und so Ineinandergreif en können.Further, the support ABS may be made of aluminum in an installed state substantially normal to the rail plane, located between the anti-hammer ACl, AC2 vertical section MAB. This embodiment ensures that the anti-climbing devices AC1, AC2 in a collision case penetrate or deform the vertical middle section MAB made of aluminum and can thus intermesh.
Bei der oben beschriebenen Ausführungsform muss die Abstützung des Übergangs mög¬ lichst weit abgesenkt werden. D. h. das Maß zwischen der Gleitplatte und der Kupplungs¬ längsachse sollte so klein als möglich gehalten werden.In the embodiment described above, the support of the transition must be lowered as far as possible. Ie. the dimension between the sliding plate and the longitudinal axis Kupplungs¬ should be kept as small as possible.
Eine sehr häufig verwendete Konstruktion bei einer Eisenbahnwagen- Kurzkupplungsverbindung stellt die sogenannte Schalenmuffenverbindung dar. Sie ermög¬ licht es eine einfache, sichere und zuverlässige Verbindung der beiden Kurzkupplungshälf- ten herzustellen.A very frequently used construction in a railroad car coupler connection is the so-called shell and socket connection. It makes it possible to produce a simple, secure and reliable connection of the two short coupling halves.
Ist nun die Gleitplatte zweiteilig ausgeführt, wobei auf jedem Teil der Kupplungshälften je ein Teil der Gleitplatte fix angeordnet ist, so muss die Gleitplatte in einer Höhe über der Schalenmuffenverbindung angebracht sein, die beim Trennen der beiden Eisenbahnwagen ein Anheben der oberen Schalenmuffe so weit ermöglicht, dass diese nicht mehr in den Schalenmuff enbund eingreift, und die Verbindung getrennt werden kann.Now, if the sliding plate is made in two parts, each part of the coupling plate is fixedly arranged on each part of the sliding plate, so the sliding plate must be mounted at a height above the shell socket joint, which allows a separation of the two railway cars lifting the upper shell sleeve so far that it no longer engages in the shell muff enbund, and the connection can be disconnected.
Bei der aus der A 1735/2003 bekannten Übergangsausführung kann jedoch bei einer Scha¬ lenmuffenverbindung die zum Öffnen und Schließen der Schalenmuffen erforderliche Abstand zwischen der Gleitplatte und der Schalenmuffe nicht eingehalten werden, da dadurch bauartbedingt ein sicheres Eingreifen der Anticlimber liegenden ineinander nicht mehr gewährleistet werden kann.In the case of the transitional version known from A 1735/2003, however, the distance between the sliding plate and the shell sleeve required for opening and closing the shell sleeves can not be maintained in a shell joint connection, since a design-related secure intermeshing of the anticlimber interior is no longer guaranteed can.
Es ist daher eine Aufgabe der Erfindung den oben genannten Nachteil zu überwinden.It is therefore an object of the invention to overcome the above drawback.
Diese Aufgabe wird erfindungsgemäß dadurch gelöst, dass die Gleitplatte zumindest drei plattenförmige Teile aufweist, wobei ein über der Schalenmuffenverbindung angeordneter mittlerer Teil der Gleitplatte mit der Kupplungsvorrichtung lösbar verbunden ist. Da der mittlere Teil der Gleitplatte lösbar mit der Kuppelvorrichtung verbunden ist, kann dieser vor dem Trennen der Kupplungsverbindung (Öffnen der Schalenmuffe und Anheben der oberen Schalenmuffenhälfte) entfernt werden. Der Raum über der oberen Schalenmuf- f enhälfte kann somit durch entfernen des mittleren Teils der Gleitplatte frei gemacht werden, wodurch die obere Schalenmuffenhälfte angehoben werden kann.This object is achieved in that the sliding plate has at least three plate-shaped parts, wherein an over the shell sleeve joint arranged middle part of the sliding plate with the coupling device is detachably connected. Since the middle part of the sliding plate is detachably connected to the coupling device, this can be removed before disconnecting the coupling connection (opening the shell sleeve and lifting the upper shell sleeve half). The space above the upper shell half can thus be freed by removing the middle part of the sliding plate, whereby the upper shell half can be raised.
Günstigerweise ist der mittlere Teil der Gleitplatte mit der Kuppelvorrichtung verschraubt.Conveniently, the middle part of the sliding plate is screwed to the coupling device.
In einer bevorzugten Ausfuhrungsform der Erfindung ist an jeder einem Schienenfahrzeug zugeordnete Kupplungshälfte der Kuppelvorrichtung je ein seitlicher Teil der Gleitplatte angeordnet, wobei die seitlichen Teile günstigerweise mit der ihnen je zugeordneten Kupp¬ lungshälfte fest verbunden sind.In a preferred embodiment of the invention, a lateral part of the sliding plate is arranged on each of a rail vehicle associated coupling half of the coupling device, wherein the lateral parts are conveniently fixedly connected to the hitch half ever associated with them.
Um eine einfache Montage des mittleren Teils der Gleitplatte über der Schalenmuffenver- bindung zu ermöglichen, kann der mittlere Teil der Gleitplatte mit je einem Endabschnitt der Kuppelhälften verschraubt sein, wobei die Oberkanten der Endabschnitte in einem montier¬ ten Zustand zumindest auf dem Niveau der Oberkante einer oberen Schalenmuffe liegen.In order to enable a simple mounting of the middle part of the sliding plate over the shell sleeve connection, the middle part of the sliding plate can be screwed to one end section of the dome halves, the upper edges of the end sections being in a mounted state at least at the level of the upper edge of a dome upper shell sleeve lie.
Die Erfindung samt weiterer Vorteile ist im Folgenden anhand einiger nicht einschränkender Ausführungsbeispiel näher erläutert, welch in der Zeichnung dargestellt sind. In dieser zeigen schematisch:The invention together with further advantages is explained below with reference to some non-limiting embodiment, which are shown in the drawing. In this show schematically:
Fig. 2 eine Kurzkupplungshälfte mit einer Schalenmuffe und einer erfindungsgemäßen Gleitplatte in einer seitlichen Ansicht;Figure 2 is a close coupling half with a shell sleeve and a sliding plate according to the invention in a side view.
Fig. 3 die Kurzkupplungshälfte aus Fig. 2 in einer Draufsicht;FIG. 3 shows the short-coupling half from FIG. 2 in a plan view; FIG.
Fig.4 den Bereich X aus Fig.3 im näheren Detail;FIG. 4 shows the region X from FIG. 3 in more detail;
Fig.5 einen Schnitt entlang der Linie B-B in Fig. 2 und5 shows a section along the line B-B in Fig. 2 and
Fig. 6 den Bereich Y aus Fig.5.Fig. 6 the area Y of Figure 5.
Gemäß Fig-i 2 weist ein erfindungsgemäßer Zugverband eine aus zwei Hälften bestehende Kuppelvorrichtung KUP auf, wobei die beiden Kupplungshälften über eine Schalenmuffe SCM miteinander verbunden sind. In der vorliegenden Darstellung ist jedoch nur eine Kupplungshälfte gezeigt. Die hier gezeigte erste Kupplungshälfte KHl weist eine Kupplungsstange KST auf die mit dem zugeordneten hier nicht dargestellten Schienenfahrzeug verbunden ist. Erfindungsge¬ mäß weist die Gleitplatte GLP zumindest drei plattenförmige Teile STE, MTE auf, wobei der dritte seitliche Teil der Gleitplatte GLP samt der zugehörigen zweiten Kupplungshälfte hier nicht gezeigt ist.According to FIG. 2, an inventive drawstring has a coupling device KUP consisting of two halves, the two coupling halves being connected to one another via a shell sleeve SCM. In the present illustration, however, only one coupling half is shown. The first coupling half KH1 shown here has a coupling rod KST which is connected to the associated rail vehicle, not shown here. According to the invention, the sliding plate GLP has at least three plate-shaped parts STE, MTE, wherein the third lateral part of the sliding plate GLP together with the associated second coupling half is not shown here.
Der erste seitliche Teil STE der Gleitplatte GLP ist mit der ersten Kupplungshälfte KHl verbunden, wobei der Teil STE vorzugsweise fest, d. h. im wesentlichen unlösbar mit der Kupplungshälfte KHl verbunden ist. Natürlich kann der seitliche Teil STE auch mit der Kupplungshälfte KHl verschraubt sein. Die Anordnung des nicht gezeigten, zweiten seitli¬ chen Teils der Gleitplatte GLP an der zweiten Kupplungshälfte entspricht der Anordnung des ersten seitlichen Teils STE an der ersten Kupplungshälfte KHl.The first lateral part STE of the sliding plate GLP is connected to the first coupling half KH1, wherein the part STE preferably solid, d. H. essentially non-detachably connected to the coupling half KHl. Of course, the lateral part STE can also be bolted to the coupling half KHl. The arrangement of the second lateral part, not shown, of the sliding plate GLP on the second coupling half corresponds to the arrangement of the first lateral part STE on the first coupling half KH1.
Unmittelbar über der Schalenmuffe SCM ist ein mittlerer Teil MTE der Gleitplatte GLP angeordnet. Um die Anordnung des mittleren Teils MTE über der Schalenmuffe SCM zu ermöglichen, ist der mittlere Teil MTE mit je einem Endabschnitt der Kuppelhälfte KHl bzw. der hier nicht dargestellten zweiten Kuppelhälfte verbunden. Die Oberkanten der Endab¬ schnitte liegen hierbei zumindest auf dem Niveau der Oberkante des Oberteils der Schalen¬ muff enverbindung SCM (Fig. 5).Immediately above the shell sleeve SCM, a middle part MTE of the sliding plate GLP is arranged. In order to allow the arrangement of the middle part MTE on the shell sleeve SCM, the middle part MTE is connected to one end portion of the dome half KHl and the second dome half, not shown here. The upper edges of the end sections are in this case at least at the level of the upper edge of the upper part of the shell muff connection SCM (FIG. 5).
Die drei Teile der Gleitplatte GLP liegen im Wesentlichen in einer Ebene, sodass die Oberflä¬ chen der drei Teile STE, MTE eine ebene Fläche bilden (Fig.3, Fig. 4).The three parts of the sliding plate GLP lie substantially in one plane, so that the surfaces of the three parts STE, MTE form a flat surface (FIGS. 3, 4).
Um ein Anheben der oberen Schalenmuffe OSM zu ermöglichen, ist der mittlere Teil MTE der Gleitplatte GLP mit je einer Kupplungshälfte KHl lösbar verbunden, bevorzugterweise verschraubt, wobei die Schraubköpfe unter dem Niveau der Oberfläche der Gleitplatte GLP liegen, bzw. mit der Oberfläche abschließen (Fig. 5 du Fig. 6). Durch Lösen der Schraubver¬ bindung kann der mittlere Teil MTE auf einfache Weise entfernt werden, wodurch genügend Raum zum Anheben der oberen Schalenmuff e OSM zur Verfügung steht.In order to allow lifting of the upper shell sleeve OSM, the middle part MTE of the sliding plate GLP is releasably connected to one coupling half KHl, preferably screwed, wherein the screw heads are below the level of the surface of the sliding plate GLP, or close with the surface (Fig 5 you Fig. 6). By loosening the screw connection, the middle part MTE can be removed in a simple manner, whereby sufficient space is available for lifting the upper shell muffle OSM.
Abschließend sei noch erwähnt, dass in dem vorliegenden Dokument unter dem Begriff Schienenfahrzeug nicht nur ein gezogener Wagen, sondern auch ein Triebwagen verstanden wird, wenngleich dies auch nicht die bevorzugte Ausführungsform der Erfindung darstellt. Finally, it should be mentioned that in the present document, the term rail vehicle not only a towed car, but also a railcar is understood, although this is not the preferred embodiment of the invention.

Claims

PATENTANSPRÜCHE
1. Zugverband (ZUV) mit zumindest zwei miteinander gekuppelten Schienenfahrzeu- gen (WAl, WΑ2), zwischen welchen ein Übergang (UEB) mit zumindest zwei mit¬ einander verbindbaren, je mehrere Balgrahmen (BRl, BR2, BR3, BR4) aufweisenden Wellenbälgen (WBl, WB2) vorgesehen ist, und der Übergang (UEB) weiters Über¬ gangsbleche (UBl, UB2, UB3, UB4) und eine auf einer zwischen den Schienenfahr¬ zeugen (WAl, WA2) über einer Kupplungsvorrichtung (KUP) angeordneten Gleit¬ platte (GLP) verschiebbare Abstützung (ABS) für die Übergangsbleche (UBl, UB2, UB3, UB4) aufweist, wobei an den miteinander gekuppelten Endbereichen der Schie¬ nenfahrzeuge (WAl, WA2) je zumindest eine Aufkletterschutzvorrichtung (ACl, AC2) vorgesehen ist, und die Aufkletterschutzvorrichtungen (ACl, AC2) je im we¬ sentlichen über die gesamte Fahrzeugbreite verlaufen, die Unterkannten der Balg¬ rahmen (BRl, BR2, BR3, BR4) über den Oberkanten der Aufkletterschutzvorrichtun¬ gen (ACl, AC2) und die Gleitplatte (GLP) unter der Unterkannte der Aufkletter- schutzvorrichtungen (ACl, AC2) angeordnet sind, dadurch gekennzeichnet, dass die zwei Schienenfahrzeuge mittels einer Schalenmuffenverbindung (SMU) mitein¬ ander gekuppelt sind, und die Gleitplatte (GLP) zumindest drei plattenförmige Teile (STE, MTE) aufweist, wobei ein über der Schalenmuffenverbindung (SMU) angeord¬ neter mittlerer Teil (MTE) der Gleitplatte (GLP) mit der Kupplungsvorrichtung (KUP) lösbar verbunden ist.1. Zugverband (ZUV) with at least two mutually coupled Schienenfahrzeu- gene (WAl, WΑ2), between which a transition (UEB) with at least two mit¬ connectable, each more bellows frame (BRl, BR2, BR3, BR4) having bellows ( WBl, WB2) is provided, and the transition (UEB) further Über¬ gangsbleche (UBl, UB2, UB3, UB4) and on a between the Schienenfahr¬ witnesses (WAl, WA2) via a coupling device (KUP) arranged Gleit¬ plate (GLP) slidable support (ABS) for the transition plates (UBl, UB2, UB3, UB4), wherein at the mutually coupled end portions of the Schie¬ nenfahrzeuge (WAl, WA2) each at least one anti-climb device (ACl, AC2) is provided, and the anti-climbing devices (AC1, AC2) each extend substantially over the entire width of the vehicle, the underside of the bellows frames (BR1, BR2, BR3, BR4) over the upper edges of the anti-climbing devices (AC1, AC2) and the sliding plate (G LP) are arranged under the lower edge of the climbing protection devices (AC1, AC2), characterized in that the two rail vehicles are coupled to one another by means of a shell-and-socket joint (SMU), and the sliding plate (GLP) has at least three plate-shaped parts (STE, MTE ), wherein an intermediate part (MTE) of the sliding plate (GLP) arranged above the shell-and-socket joint (SMU) is detachably connected to the coupling device (KUP).
2. Zugverband nach Anspruch 1, dadurch gekennzeichnet, dass der mittlere Teil der Gleitplatte (GLP) mit der Kupplungsvorrichtung (KUP) verschraubt ist.2. train according to claim 1, characterized in that the middle part of the sliding plate (GLP) with the coupling device (KUP) is screwed.
3. Zugverband nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass an jeder einem Schienenfahrzeug zugeordnete Kupplungshälfte (KHl) der Kuppelvorrichtung (KUP) je ein seitlicher Teil (STE) der Gleitplatte angeordnet ist.3. train according to claim 1 or 2, characterized in that at each a rail vehicle associated coupling half (KHL) of the coupling device (KUP) depending on a lateral part (STE) of the sliding plate is arranged.
4. Zugverband nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die seitlichen Teile (STE) mit der ihnen je zugeordneten Kupplungshälfte (KHl) fest ver¬ bunden sind. 4. train according to one of claims 1 to 3, characterized in that the lateral parts (STE) with their ever associated coupling half (KHl) are firmly ver¬ tied.
5. Zugverband nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass der mittlere Teil (MTE) der Gleitplatte (GLP) mit je einem Endabschnitt der Kuppelhälf¬ ten (KHl) verschraubt ist, wobei die Oberkanten der Endabschnitte in einem mon¬ tierten Zustand zumindest auf dem Niveau der Oberkante einer oberen Schalenmuf¬ fe (OSM) der Schalenmuff enverbindung (SCM) liegen. 5. train according to one of claims 1 to 4, characterized in that the middle part (MTE) of the sliding plate (GLP) with one end portion of Kuppelhälf¬ th (KHl) is screwed, the upper edges of the end portions in a mon¬ oriented Condition are at least at the level of the upper edge of an upper Schalenmuf¬ fe (OSM) of the shell muff connection (SCM) lie.
EP05754023A 2004-07-06 2005-06-28 Coupling muff connection comprising a three-part adapter supporting plate Expired - Lifetime EP1763466B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT05754023T ATE409150T1 (en) 2004-07-06 2005-06-28 COUPLING SLEEVE CONNECTION WITH THREE-PIECE TRANSITION SUPPORT PLATE

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT11412004 2004-07-06
PCT/AT2005/000239 WO2006002448A1 (en) 2004-07-06 2005-06-28 Coupling muff connection comprising a three-part adapter supporting plate

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EP1763466A1 true EP1763466A1 (en) 2007-03-21
EP1763466B1 EP1763466B1 (en) 2008-09-24

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EP (1) EP1763466B1 (en)
AT (1) ATE409150T1 (en)
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US7836831B2 (en) 2010-11-23
WO2006002448A1 (en) 2006-01-12
EP1763466B1 (en) 2008-09-24
TWI281897B (en) 2007-06-01
US20090114116A1 (en) 2009-05-07
ATE409150T1 (en) 2008-10-15
DE502005005479D1 (en) 2008-11-06
CA2567241A1 (en) 2006-01-12
TW200613180A (en) 2006-05-01
CA2567241C (en) 2009-01-20

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