GB2163113A - Rail vehicle vestibule for protection against pressure waves - Google Patents

Abstract

Two frames 1 which form the vestibule slide or roll with respect to each other and are connected to the two car body ends 20 in a floating or cardanic manner by means of spring elements 3 and provided with seals 2, 10 so that they are substantially impermeable to pressure waves. The sealing membranes 2 are arranged between the angular frames 1 and the car body ends 20 and the free ends of bridge elements 6, 7, 8 are provided with seals 10. As shown the bridge elements may hinge up when the vestibule is not in use. The arrangement is such that the seals are maintained even when rounding bends or upon lateral displacement of the rail cars. <IMAGE>

Description

SPECIFICATION A connecting mechanism part which can be fixed on the end of a vehicle and a connecting mechanism comprising two connecting mechanism parts The present invention relates to a connecting mechanism part which can be fixed on the end of a vehicle and to a connecting mechanism comprising two connecting mechanism parts.

Connecting mechanisms of the type known as passenger cross-overs between track vehicles, in particular railway vehicles, are not completely satisfactory as the users of such connecting mechanisms are exposed to the weather, to greater or lesser extent. Furthermore, at higher speeds, unpleasant shocks occur caused by pressure waves when trains pass one another and when they enter into tunnels.

The object of the present invention is to provide a connecting mechanism part which, when symmetrically coupled to an identical part, forms a connecting mechanism which is substantially impermeable to the influences of weather and pressure waves.

According to the invention there is provided a connecting mechanism part which can be fixed to the end of a vehicle, comprising internal and/or external sealing means to enable people to be protected from external influences, in particular pressure waves.

It is therefore advantageous if the connecting mechanism is designed in such a way that it is impermeable to pressure waves.

This design allows incorporation into internationally standardized and typical UIC (International Railway Union) ends walls of railway cars.

The connecting mechanism part preferably comprises two angular frames which slide or roll on one another at the parting plane and which are connected to the two car body ends in a floating or cardanic manner by means of spring elements.

This connecting mechanism therefore becomes compatible with "beaded" cross-overs on railway cars of the type known on rolling stock.

One method of forming the connecting bridge of such a connecting mechanism part involves making the connecting bridge insertable, for example in the manner of a drawer, in the longitudinal direction of the car into the car body end and preferably hingeable, enabling the so-called Berne chamber containing the coupling elements to be kept free for coupling.

This design enables connecting mechanisms to be provided which are impermeable to pressure waves even around bends up to curve radii R,s = 150 m according to UIC code 567 - 2 VE and around S-bends having large curve radii. These connecting mechanisms are also able to remain impermeable to pressure waves during the prevailing dynamic transverse paths.

The possibility of designing the connecting mechanism part impermeable to external weather influences and pressure waves as an integral constituent of the angular frame is also provided.

A further improvement can involve designing the end frame in such a way that the end-face flange of the end frame is provided with at least one vertically rotatable cylinder or at least one sliding block for low-friction reciprocal transverse movement between two connecting mechanism -parts coupled to form a connecting mechanism.

Embodiments of the present invention are described in detail below, by example only, with reference to the accompanying drawings, wherein: Figure 1 shows the end of two railway vehicles with connecting bridges hinged up and a free Berne chamber in a side view along line IV - IV in Figure 3; Figure 2 is a view according to Figure 1 with connecting bridges hinged down; Figure 3 is a view of the connecting mechanism from above with the upper part of the connecting mechanism removed; Figure 4 shows the car body ends according to Figure 3, but in a position which has been shifted transversely by q = 100 mm; Figure 5 shows the car body ends according to figure 3, but on a curve having a radius R = 120 m:: Figure 6 shows the car body ends according to Figure 3, one car body end being equipped with beaded connection and the other car body end being provided with the connecting mechanism according to the invention; Figure 7 is a longitudinal section through two car ends of two railway vehicles which are coupled together and are joined to one another by a connecting mechanism, the railway vehicles having the connecting bridges hinged down in the walk-on state; Figure 8 shows the combination of Figure 7 with the connecting bridges hinged up; Figure 9 shows a longitudinal section through the coupled car ends of two railway vehicles, one vehicle being equipped with the formerly known connecting mechanism according to UIC code 561 VE and the other vehicle being provided with a new connecting mechanism part having the connecting mechanism part according to the invention;; Figure 10 shows a section through the combination according to Figure 7 along line Vl - VI; Figure 11 shows a section through the combination according to Figure 7 along line VII - VII; Figure 12 shows a view according to Figure 6 of the connecting mechanism from above with a view of the connecting bridge in a position which is transversely shifted relative to another; Figure 13 shows a section along line I - I in Figure 14 through a connecting mechanism composed of two coupled connecting mechanism parts; Figure 14 shows the front view of an end frame with rotating cylinders; Figure 15 is a plan view similar to Figure 13 with car body ends which are transversely shifted relative to one another and an uncharged passage between the coupled connecting mechanism parts;; Figure 16 is a view similar to Figure 13 with car body ends which are shifted relative to one an other and connecting mechanism parts and therefore passages through the coupled connecting mechanism parts which are transversely shifted relative to one another; Figure 17 shows a section similar to sectional line V - V in Figure 14.

Figures 1 to 5 show diagrammatically two car body ends 20 of two railway cars or track vehicles joined together by a connecting mechanism 21.

The connecting mechanism 21 consists substantially of two connecting mechanism parts 22 which are coupled in a mirror image in the present case.

One connecting mechanism part 22 has an angular frame 1 which is fixed in floating manner to the car body end 20 by means of a spring element 3.

This angular frame 1 can also have a cardan mounting by means of other elements, for example via ball-and-socket joints, via actual cardan mounts formed by forks, and the like.

This angular frame 1 is suspended in a floating or cardanic manner by means of the spring element 3 and a U-shaped sealing membrane 2 which together seal the connecting bridge at the top and at the side in the manner of a hat and are not guided further in the region of the Berne chamber.

The spring element 3 and the sealing membranes 2 ensure that the angular frame 1 is held in acon- nection which is impermeable to pressure waves.

As shown in Figure 3, the angular frames 1 are provided with centering members 4 which press the angular frames 1 into their normal aligned central position during corresponding transverse movement of the opposing angular frames 1 which slide or roll on one another. The actual cross-over also comprises bridge elements 6, 7 and 8, holders 11 mounted on hinges 12 enabling the corresponding bridge elements to pivot up and to be fixed on the car end, as shown in Figure 1.

The holders 11 are pivotal with respect to the bridge element 8 in an angular range of about 90 via the hinges 12 while the bridge element 8, which in turn is designed in the form of a drawer, can be inserted into the corresponding recess in the car body end 20. The fact that the schematically illustrated buffers 23 can be pressed together resiliently as a result of the impact when coupling together two car body ends 20 should be taken into consideration. In this extreme case, there is a minimal spacing between the car body ends bringing the two angular frames 1 to a minimal distance with respect to their car body ends 20 and correspondingly pressing together the spring elements 3 in the direction of travel.

In the normal state, the two car body ends 20 are located in a central position relative to one another, for example according to Figure 3, while the reverse extreme state can be brought about if the train is started up incorrectly, in which case the two car body ends 20 can be at a maximum distance from one another. -ln this extreme position, the spring element 3 will have its minimum deformation in the direction of travel. In all these extreme movements, therefore, the floating connection which is impermeable to pressure waves between the angular frame 1 and the car body ends 20, is ensured- in that the parting faces of the angular frame 1 are able to slide or roll on one another in a transversely moveable manner and are accordingly pressed on one another by the spring elements 3, as shown.

To ensure that the bridge elements 8 move reliably with respect to the car-body ends 20, special guides 13 which are fixed on the car body ends 20 are provided.

In the serviceable position of the bridge elements 6, 7 and 8, the free ends of the bridge elements 6 are provided with end-face seals 10 via hinges 9, as shown in Figure 2. This ensures that the connection between the bridge elements 6, 7 and 8 is also substantially impermeable to pressure waves with respect to the interior of the connecting mechanism 21.

In order to render a connecting mechanism 21 of this type more comfortable, each connecting mechanism part 22 is equipped with pivoting wings 15 which can be pivoted in bearings 16.

They are therefore pressed continuously on the interior of the angular frame 1 under the force of spring elements 17 (Figure 3) in such a way that they can rest thereon and slide or roll down in a longitudinal direction and can also follow the transverse movements effortlessly and while resting on the angular frame 1, owing to their mounting 16. The sealing membrane 2 also allows the relative movements between angular frame 1 and car body ends 20 to be followed and therefore enables the desired impermeability to pressure waves between these two parts to be ensured.

The connecting mechanism parts 22 described are preferably designed for international high speed railway lines, but can also be used under the terms of the UIC and therefore have the following prescribed characteristic properties: As a coupled connecting mechanism 21 they are impermeable to pressure waves over S curves having large radii of curvature and over the dynamic transverse paths occuring. The describedconnect- ing mechanism parts 22 can be fitted with minimal adaptation to the existing UIC end wall configurations designed in accordance with UIC- code 567 - 2 VE, the connecting bridge being designed such that the Berne chamber is kept free for coupling purposes.

Each connecting mechanism part 22 is.also designed in such a way that it is compatible with the existing connecting mechanisms of railway carriages according to the UIC code 561 VE, i.e. vehicles with beaded or lipped connections can be coupled effortlessly to vehicles equipped with the connecting mechanism parts 22 described above (Figure 6).

The spring elements 3 together with the sealing membranes 2 represent the elements which ensure impermeability to pressure waves, in connection with the angular frame and the car body ends 20, and hold the angular frame 1, which is preferably composed of steel or aluminium, suspended or supported in a floating or cardanic manner on the car body end 20.

The connecting bridge composed of the three re spective bridge elements 6, 7 and 8 is hingeable and insertable in design. It is hung with the angular frame 1 in the operating position. In the end car of a train combination, the connecting bridge is pushed into the parking position and is hinged up, as shown, for example, in Figure 1.

Figure 7 shows a schematically two car body ends 20 joined together by a connecting mechanism 21 of two railway cars or track vehicles.

The connecting mechanism 21 is-composed substantially of two connecting mechanism parts 22 which are coupled symmetrically in the present case.

A connecting mechanism part 22 has an angular frame 1 fixed in floating manner to the car body end 20 by means of a spring element 3. This angular frame can also be cardan mounted using other elements, i.e. ball-and-socket joints, actual cardan mounts formed by forks and the like.

This angular frame 1 is mounted in floating or cardan manner by means of the spring element 3 and a U-shaped sealing membrance 2 which together seal the connecting bridge at the top and at the side in the manner of a hat and are not guided further in the region of the Berne chamber. The spring element 3 and the sealing membrance 2 ensure that the angular frame 1 is held in a connection which is impermeable to pressure waves.

Of the connecting mechanism parts 22, the walkon parts of the hinged connecting bridge 34 are shown in particular in the context of the present invention.

A hinged connecting bridge 34 of this type is provided with a bridge base portion 39 which is fixed pivotally in lateral bearings 41 and 42 and by means of a pivot element 48 on the correspondingly designed angular frame 1 and has a seal 43 at its end face.

This arrangement of the walk-on portion of the hinged connecting bridge 34 enables two connect ingmechanism parts 22 which are coupled together to be held in a connection with one another which is impermeable to pressure waves also with respect ta the bridge base portions 39 by the spring elements 3.

The actual coupling function of two connecting bridges 34 is assumed by the telescopic bridge arm 45 arranged beneath each bridge base portion 39. The telescopic bridge arm 45 is guided-on its fixed portion 46 in the pivot element 48 arranged centrally on the bridge base portion 39 in such a way that the two portions 39 and 46 are pivotal about the horizontal axis of the lateral bearings 41 and 42 in a vertical direction with each other as one unit (Figure 8) or independently of one another.

Moreover, the telescopic bridge arm 45 is mounted in the pivot element 48 on its fixed portion 46 such that it can pivot horizontally about the vertical axis 49 independently of the bridge base portion 39.

The walk-on portions of the hinged connecting bridge 34 can be loaded by coupling two telescopic bridge arms 45 by means of one coupling 54 each, which is also selectively designed as an automatic coupling and can optionally be actuated by remote control.

Furthermore, the two safety catching strips 35 and 36 which are arranged towards the interior on the lower end of each angular frame 1 prevent the hinged connecting bridges 34 from opening downwards when the telescopic bridge arms 45are not yet coupled, for example if they are walked on accidentally (Figure 10).

In the coupled state, for example during great reciprocal transverse movement between car body ends 20, the hinged connecting bridges 34 can move relative to one another on their end face seals 43. In this process, the telescopic bridge arms coupled to one another assume a central position and the necessary length adjustment is performed by the moving portion 45 thereof (Figure 12).

In the coupled state an element 56, which is arranged centrally on the bridge base portion 39 and surrounds the fixed portion 46 of the telescopic bridge arm 45 underneath, ensures that, for example in the case of reciprocal height differences between two car body ends 20, continuous vertical entrainment of the bridge base 39 takes place without the bridge base remaining suspended on the bridge seals 58, 59 because of the friction which occurs.

The impermeability to external influences and, in particular, to pressure waves, is achieved in the region of the hinged connecting bridges 34 in the hinged down state according to Figure 10 by the lateral bridge seals 58 and 59 which are arranged between angular frame 1 and bridge base portion 39.

The hinged connecting bridge 34 is also sealed from external influences and, in particular, from pressure waves relative to the car body end 20 in its rear region with the corresponding sealing means 50.

The connecting bridge 34 described above is preferably designed in combination with the connecting mechanism parts 22 mentioned at the outset for international high speed lines, but can also be used on UIC lines and therefore has the following characteristic properties: The hinged connecting bridge 34 can be mounted in combination with a connecting mechanism part 22 on the existing UIC end walls designed according to UIC 567-2 VE, the hinged connecting bridge 34 being designed such that the Berne chamber is free for coupling purposes.

The hinged connecting bridge 34 is also designed for use in a connecting mechanism part 22 such that the connecting mechanism part 22 is compatible with the existing connecting mecha-.

nisms of passenger train carriages according to UIC code 561 VE, i.e. vehicles with protruding lipped cross-overs can be coupled effortlessly to vehicles equipped with the connecting mechanism parts 22 described above and the hinged connecting bridge 34 thereof.- In this case, illustrated in Figure 9, the connecting bridge 34 lies loosely on the fall plate 68 of a car body end 66 equipped with UlC cross-over 65, the angular frame 1 being pressed directly against the end face of the protruding rubber 'roll' 67 by the spring elements 3.

As the spring elements 3 have greater rigidity in the longitudinal direction than the rubber rolls 67, connecting bridge 34 is invariably adequately covered by the fall plate 68 of a car body end 66 equipped with UIC cross-over 65.

Recesses 61 and 62 which are suitable for unobstructed vertical and horizontal freedom of movement of the fall plate 68 on the angular frame 1 are provided which, in turn, can be sealed by covers 52 and 53 which are arranged on the angular frame 1, are vertically movable and/or adjustable, and are optionally also mounted rotatably on the angular frame 1.

The impermeability to external influences and, in particular, to pressure waves is also achieved by the lateral bridge seals 58 and 59 in the region of the covers 52 and 53 relative to the connecting bridge 34 hinged down in the walk-on state, separate sealing means 69 and 70 being provided for sealing the covers 52 and 53 relative to the angular frame 1 (see Figure 11).

Figure 13 shows a section through an end frame 74 designed as an angular frame 1 of a connecting mechanism part 22 which produces a connecting mechanism 21 which is impermeable to pressure waves in the position shown when coupled to a similar connecting mechanism part 22. The two adjacent angular frames 1 are pressed against one another with their end faces 75 by spring elements 3 arranged on the car body ends 20 in such a way that vertical seals 78 and horizontal seals 94 (figure 17) seal the connecting mechanism 21 against external weather influences and, in particular, against pressure waves. The end face flanges 75 are provided with flange shoulders 80 so that they form a continuous or staggered vertical passage 81 inwards or outwards, which is sealed inwardly or outwardly by vertical seals 78.Rollers 85 which are held in screens 83 also rest on bearing journals 82 in this passage 81.

As shown in Figure 14, these rollers 85 are supported underneath by helical springs 86 which return the rollers 85 into their central position during vertical movements, this taking place in the other direction owing to the dead weight. Further rollers 85 are also provided at the outer ends of the endface flanges 75 by means of bearing journals 82 which are guided in screens 83, as shown in Figure 14, four such rollers 85 being arranged on one side of one of the hat-shaped end-face flanges 75.In a plan view from the exterior, the rollers 85 of all connecting mechanism parts of this type either are arranged on the right-hand side so that they can be coupled effortlessly to the correspondingly designed connecting mechanism parts 22, as shown in Figures 13, 15 and 16, or they are arranged accordingly on the respective left-hand side of a connecting mechanism part 22 as shown in figures 13, 15 and 16. The weights of these rollers 85 are so small that the connecting mechanism parts 22 are not twisted about the longitudinal axis in the direction of travel and counterbalancing weights can be dispensed with.

The position of two identical connecting mechanism parts 22 coupled in a mirror image to one another to form a connecting mechanism 21, of the -type found, for example, on a straight railway track, is shown in Figure 13. In this Figure, the centre planes 100 and 101 of the two car body ends 20 together with the continuous central plane 102 lie in one and the same plane.

The sectional view according to Figure 15 shows two car body ends 20 limited by a stop 95, the car body ends 20 being transversely moved relative to one another and having their centre plane 100 and 101 offset to one another. The transverse movement of the two car body ends 20 relative to one another is effected by the spring elements 3, as shown, but can also be effected by a sliding motion between the spring elements 3 on the rear side of the end-face flange 75 of the angular frame 1 so that the continuous centre plane 102 of the two connecting mechanism parts 22 remains in the position shown in Figure 13 while the sealing membranes 2 and optionally also spring elements 3 are correspondingly deformed.

However, if the extent, limited by the stop 95, of transverse movement between the car body ends 20 is exceeded, transverse movement of the end frames 74 relative to one another is also effected while maintaining the permitted deformation position of the spring elements 3 and the sealing membranes 2. In this case, the opposing end-face flanges 75 move relative to one another transversely to the direction of travel which would result in undesirable grinding of the vertical seals 78 and of the horizontal seals 94 on one another and would affect the connecting mechanism 21 after a short time, even in the normal sealing positions according to Figures 13 and 15 which are permeable to external weather influences and, in particular, to pressure waves.

For this purpose, the end-face flanges 75 are provided with the flange shoulders 80 so that they receive the rollers 85 shown in Figure 13 in the corresponding passages 81, which rollers 85 during transverse movement in the sense of Figure 16 rise on the exterior of the opposing end-face flange 75 and perform a rolling motion thereon so that the vertical seals 78 as well as the horizontal seals 94 of the two end frames 74 are lifted from one another and cannot grind on one another, the impermeability to pressure waves not being necessary in this situation. With the transverse movement shown in Figure 16, the internal rollers 85 of the two end-face flanges 75 come to bear and roll on the corresponding exteriors of the posing end-face flanges 75 while the two external rollers 85 come into operation during transverse movement in the opposition direction.

To help the rollers 85 to rise out of the passage 81 onto the end-face flange 75 of the opposing angular frame 1 and, after transverse movement in the sense of Figure 16, to achieve a centering effect during the return motion, the angular frames 1 are provided with trough-shaped centering pieces 84 close to the flange shoulders 80 in the passage 81 at the points opposing the rollers 85. However, it is also possible to provide the cross-over from end-face flange 75 to the passage 81 in the region of the flange shoulder 80 with a trough-shaped configuration or a correspondingly designed ascending ramp.

In principle, it is also possible to provide correspondingly shaped sliding blocks instead of rollers 85.

It is also possible to provide only one pair of rollers 85 lying to the left or to the right, optionally at average flange height instead of the two rollers 85 mounted on one another in pairs, or to use only one of possibly two superimposed rollers 85 which are arranged to the left or to the right and would rise over a distance exceeding the stop 95 on the opposing end-face flange 75 during transverse movements instead of the rollers 85 arranged in pairs in the centre of the end-face flange.

Instead of the arrangements of the rollers 85 shown up until now on only one respective side of the end-face flange 75, diagonal arrangements are also conceivable over both sides of the end-face flange 75 such as, for example, fitting in the bottom left-hand corner and top right-hand corner, or top left-hand corner and bottom right-hand corner and this can be effected in pairs or individually.

The design described above shows how the connecting mechanism 21 can be designed so as to be impermeable to external influences, in particular pressure waves, and how this protection can be maintained effortlessly under all conditions occurring during normal operation. Transverse movements in the sense of Figure 16, of the type which occur during deviations in the region of railway stations or depots can also be performed, the impermeability to pressure waves not being required in this situation.

The described end frame 74 is preferably designed in combination with the connecting mechanism parts 22 mentioned at the outset for international high speed lines, but can be used on other UIC lines so that they can be fitted with minor adjustments to the existing end wall designs according to UIC code 567-2 VE.

Moreover, the connecting mechanism part 22 equipped with one end frame 74 is designed so as to be compatible with the existing connecting mechanisms of the passenger train carriages according-to UIC code 561 VE, i.e. vehicles with protruding roll connections can be coupled effortlessly to vehicles equipped with the connecting mechanism parts 22 described in the foregoing.

Claims (38)

1. A connecting mechanism part which can be fixed to the end of a vehicle, comprising internal and/or external sealing means to enable people to be protected from external influences, in particular pressure waves.

2. A connecting mechanism part preferably according to claim 1, wherein a, for example, Ushaped sealing membrane is arranged between an angular frame and the car body end with respect to the longitudinal axis of the carriage.

3. A connecting mechanism part preferably according to claim 1 or 2, wherein which can be mounted on the end wall, which has been standardized according to UIC, of a car body end.

4. A connecting mechanism part preferably according to any of the preceding claims, wherein the connecting bridge can be inserted, for example in the manner of a drawer, in the longitudinal direction of the car into the car body end and can preferably be hinged up.

5. A connecting mechanism part preferably according to any of the preceding claims, wherein means are provided for rendering a first bridge element rotatable in its horizontal plane relative to two further bridge elements.

6. A connecting mechanism part preferably according to any of the preceding claims, wherein lateral pivoting wings which act as an internal lining and are preferably spring-loaded are provided.

7. A connecting mechanism with two connecting mechanism parts preferably according to any of the preceding claims, which is impermeable to pressure waves.

8. A connecting mechanism preferably according to claim 7, which is substantially symmetrical about a central parting plane, which comprise two angular frames which roll or slide on one another in the parting plane and which are connected in a floating or cardanic manner to the two ends of the car body by means of resilient elements.

9. A connecting mechanism preferably according to claim 7 or 8, wherein the angular frames arranged so as to slide or roll on one another are pressed on one another in a manner which is substantially impermeable to pressure waves by resilient elements.

10. A connecting mechanism part with a hinged connecting bridge and sealing mechanisms, in particular for passenger connecting mechanisms, wherein means are provided for protecting passengers from external influences, in particular pressure waves.

11. A connecting mechanism part, preferably according to any of the preceding claims, characterised by the combination of the connecting bridge with an angular frame which is connected in floating or cardanic manner to the end of the car body by means of resilient elements and a sealing membrane.

12. A connecting mechanism part wherein a walk-on bridge portion is connected to the fixed portion of a telescopic bridge arm by means of a pivoting element.

13. A connecting mechanism part, preferably according to any of the preceding claims, wherein the bridge portion with the portions is mounted as one unit or independently of one another vertically pivotally on the angular frame.

14. A connecting mechanism part, preferably according to any of the preceding claims, wherein the telescopic bridge arms are extendable and can be coupled by means of at least one coupling.

15. A connecting mechanism part according to claim 14, wherein the coupling is designed as an automatic coupling.

16. A connecting mechanism part preferably according to any of the preceding claims, wherein the coupling is designed as an automatic coupling and can be operated by remote control, for example mechanically, electrically, hydraulically or pneumatically.

17. A connecting mechanism part preferably according to any of the preceding claims, wherein each telescopic bridge arm is mounted with its fixed portion in the pivoting element in such a way that is is pivotal in its horizontal direction about the vertical axis independently of the base portion of the bridge.

18. A connecting mechanism part according to claim 17, wherein the coupled telescopic bridge arms are designed to support the walk-on base portion of the bridge.

19. A connecting mechanism part, preferably according to any of the preceding claims, comprising an element which is fixed on the walk-on base portion of the bridge and surrounds the fixed portion of the telescopic bridge arm, this element ensuring vertical entrainment of the bridge base when reciprocal differences in height exist between two car body ends.

20. A connecting mechanism part, preferably according to any of the preceding claims, characterised by the design of the angular frame with safety catching strips which prevent the hinged connecting bridge from falling through when the coupling is not yet coupled.

21. A connecting mechanism part according to claim 10, wherein a seal arranged on the end face of a base portion of the bridge in the coupled state of two connecting mechanism parts can be shifted relative to one another in the central parting plane.

22. A connecting mechanism part according to claim 10, wherein bridge seals which are suitable for sealing the bridge base portion on the angular frame are provided.

23. A connecting mechanism part according to claim 10, wherein sealing means suitable for seal ins the bridge base portion relative to the car body end are provided.

24. A connecting mechanism part, preferably according to any of the preceding claims, which can be mounted on the end wall standardized according to UIC of a car body end.

25. A connecting mechanism part, preferably according to any of the preceding claims, which is freely compatible with the fall plate of a car body end provided with conventional UIC cross-over.

26. A connecting mechanism part, preferably according to any of the preceding claims, wherein the angular frame has recesses suitable for the compatibilitiy with a different connecting mechanism part, for example a UIC cross-over.

27. A connecting mechanism part according to claim 25, wherein the recesses are sealed by vertically movable and/or adjustable covers which are optionally also mounted rotatably and are arranged on the angular frame.

28. A connecting mechanism part according to claim 10, wherein sealing means which are suitable for sealing the covers from the angular frame are provided.

29. An end frame for a connecting mechanism part, in particular for vehicles, which end frame has an end-face flange and, with two connecting mechanism parts coupled to form a connecting mechanism, produces a connection which is substantially impermeable to pressure waves, wherein the end frame is designed such that, for low-friction reciprocal transverse movement between two connecting mechanism parts coupled to form a connecting mechanism, the end-face flange of the end frame is provided with at least one vertical roller or at least one sliding block.

30. An end frame, preferably according to claim 29, wherein several rollers are arranged preferably only in one end-face flange half.

31; An end frame, preferably, according to claim 29 or 30, wherein the rollers are axially and optionally radially spring-loaded.

32. An end frame, preferably according to any of claims 29 to 31, wherein the end-face flange of the end frame forms shoulder in its vertical portion via a passage for receiving one or more rollers and vertical seals.

33. An end frame, preferably according to any of claims 29 to 32, wherein the roller projects beyond the end-face flange plane and the sealing planes of the end-face flange seals in such away that it rises on the opposing end-face flange and rolls down thereon when a predetermined value forth transverse movement between two coupled car body ends limited, for example, by a stop is exceeded.

34. An end frame, preferably according to any of claims 29 to 33, wherein the end frame is provided with trough-shaped centering pieces at the points opposite the rollers in the passage close to the flange shoulder.

35. An end frame, preferably according to any of the claims 29 to 34, wherein the flange shoulder is designed in the form of a trough as a connecting part from end-face flange to the passage or is provided with suitably designed ascent slopes.

35. An end frame, preferably according to any of claims 29 to 34, wherein the roller the rotating cylinder is arranged at least approximately in the centre with respect to the end-faceflange width and/or height.

36. A cross-over with at least two combined end frames, wherein the two opposing end-face flanges completely cover one another until the value of the transverse movement between two coupled car body ends defined by a stop is exceeded.

37. An end frame comprising a connecting mechanism part according to any of claims 1 to 28.

38. A connecting mechanism part substantially as herein described and as illustrated in any of Figs.- 1 to 17.