RU187115U1 - Carriage crossing, including a fence - Google Patents

Abstract

An intercar passage is proposed, including a guard rail, screwed and coupling frames connected to its ends, and buffer pads installed in the lower part of the coupling frame, characterized in that, in order to increase reliability due to shock protection during installation and operation, it additionally contains a protective element of a trough-like cross section mounted under the hitch frame and fastened with buffer pads. It is desirable that the length of the protective element is not less than the length of the lower rod of the frame.

Description

The proposed utility model relates to the field of transport engineering, more specifically to the transitions between railway cars.

In the present description, the signs “vertical”, “horizontal”, “along”, “across”, “longitudinal” are used in relation to the intercar passage in the working position.

The individual terms used in the present description have the following interpretation:

- inter-car transition - in the present description, a transition is a device for transferring passengers from one car to another, including a fence, the ends of which are fastened with a frame for connection to the end part of the car (screw frame) and to the transition of an adjacent car (coupling frame). In the prior art it is sometimes called a half-transition (see, for example, RU No. 165585);

- crossing barrier - an element of the intercar passage, a flexible shell designed to insulate the passage and protect passengers from precipitation and wind. It is performed in the form of an accordion or bellows with various shapes of corrugations, single or double, nested one in another. The ends of the shell are connected to the frames;

- screw-on frame - a flat frame, fastened with a transition fence, used to attach the fence to the end wall of the car. In the prior art, there are also equivalent terms “mounting frame”, “end frame”, “mounting frame”, “mounted flange”;

-frame - a rod system, the elements of which (racks and crossbars) in all nodes are rigidly interconnected ("New Polytechnical Dictionary" / M .: BSE Publishing House, 2000, p. 444);

-bolt - the horizontal rod of the frame, in the present description, the terms "bolt" and "rod" are synonyms;

- coupling frame - a flat frame, fastened to the transition fence, used to connect to the coupling frame of an adjacent car, mounted on its end wall or the fence of the transition installed on it.

To prevent sagging of the coupling frames of the connected passages of adjacent wagons, they are either suspended in one way or another from the wagons [see, for example, US 6009813 or RU 2081755], or rest on the coupling devices of the wagons [AT 363510, DE 3427613, RU No. 29017, 165585 US 3,712,244]. In trains of constant formation, the second option is mainly used, for which the coupling devices of the cars are equipped either with a support platform [RU 165585], on which coupling frames are supported through elastic buffer cushions, or with special sockets that include buffer cushions [CA 1127459].

To reduce weight, the coupling frames are made of aluminum alloys. In cross section, they usually have a complex profile due to the need to place connecting devices inside the frame. Therefore, coupling frames are relatively fragile elements of inter-car transitions and are easily damaged due to errors in installation, coupling, and also from impacts on the coupling device of cars with strong vertical buildup.

The closest to the proposed technical essence and the achieved result is an inter-car transition, including a fence connected at the ends with a screwed and coupled frames, buffer, or shock-absorbing pillows installed on the lower beam of the coupling frame, and a support platform installed under the pillows on the clearance-free coupling the device [RU 165585]. The disadvantage of this transition is its low reliability, due to the poor security of the lower part of the frame. From FIG. Figure 5 of the patent description of the known transition shows how complex the profile of the lower crossbar (rod) of the frame is, how fragile and unsuitable for restoration in the event of deformation from an impact from below. Namely, blows from below often occur with an awkward installation of the transition to the car. Experience in the practical operation of intercar crossings shows that the most common cause of irreversible deformation of the coupling frame is installation errors. But the deformation of the coupling frame from impacts on the supporting platform is also found in practice. The main cause of deformation in such cases is the shock perceived by only one of the buffer cushions, for example, in bends.

The purpose of the proposed technical solution is to increase the reliability of the transition by reducing the likelihood of its damage during installation or impacts on the coupling device of the cars.

The technical result from the use of the proposed utility model is to increase the reliability of the inter-car transition by reducing the likelihood of damage during installation or impacts on the coupling device of the cars.

This result is achieved by the fact that the known intercar passage, including a guard rail, screwed and coupling frames connected to its ends and buffer cushions installed in the lower part of the coupling frame, further comprises a trough-like protective element mounted under the coupling frame and fastened to the buffer cushions.

In addition, the length of the protective element may be equal to or greater than the length of the lower rod of the frame.

Thanks to the introduction of a protective element installed under the coupling frame into the transition structure, the reliability of the transition is increased by preventing damage to the coupling frame when it is struck during installation and during operation.

By bonding the protective element to the buffer pads, the impact force is distributed across all the pads. Reducing the load on each of them and the likelihood of it pushing through the frame, which increases the reliability of the transition.

Due to the fact that the protective element has a trough-like cross section, its strength is higher than that of a flat sheet or a round rod of the same mass and, in addition, its shelves bent upwards protect the buffer cushions from side impacts, which also increases the reliability of the transition.

The essence of the utility model is illustrated by drawings.

In FIG. 1 shows a fragment of the transition, including part of the coupling frames of adjacent cars with protective elements installed under them, located above the clearance-free coupling device.

In FIG. 2 shows, on a larger scale, the attachment of the protective element to the coupling frame.

Positional designations of identical elements belonging to different cars are indicated by one digit with the addition of a serial number of the car through a hyphen. If the element does not belong to one or another carriage, the addition is omitted.

The proposed intercar passage (Fig. 1) includes a flexible guard 1 connected by ends to the screwed and coupling frames 2 and 3, respectively. The drawing as an example shows the fence 1, made in the form of a corrugated shell. A screw-on frame 2 is used to secure the transition to the car 4. Coupling frame 3-1 is used to connect to the coupling frame 3-2 of the adjacent car. Coupling frames 3 contain sealing, centering and coupling elements, not shown in the drawings.

The coupling frame 3 may be rectangular, rectangular with rounded corners or almost oval in shape. The lower rod (bolt) 5 of the frame 3 is usually straight horizontal to simplify manufacturing. Bottom to it are attached shock-absorbing, or buffer, pillows 6 of elastic material, for example rubber, equipped with reinforcing elements 7 for fastening (Fig. 2). Typically, their number ranges from two to six pieces.

The lower ends of the pillows 6 are fastened with a protective element 8, made in the form of a trough-shaped (U-shaped) profile, or channel, facing the shelves up. The width a of the element 8 is close to or slightly greater than the width of the lower rod 5 of the frame 3. In order for the protective elements of 8 adjacent cars not to prevent the coupling of the frames 3 from closing, the projection of the edge of the elements 8 on the horizontal plane should coincide or lie by Δ ≈ ( 5 ... 15) mm closer to the car than the projection of the outer edge of the coupling frame 3 (Fig. 2). The height b of the shelves of the element 8 should be as high as possible for structural reasons. In any case, the resistance of the element 8 to bending should be no less than that of the lower rod 5.

The end parts of the protective elements 8 are preferably left open to facilitate cleaning and monitoring the condition of the buffer pads 6.

Coupling frames of transitions of adjacent cars are located above their coupling device 9, as in FIG. 1 shows a clearance-free coupling device of the BSU type. A support plate 10 is mounted on the coupling device 9, on which the coupling frames 3 are supported through the buffer cushions 6 and the protective elements 8. Shocks arising from jerking and swinging of the train are received by the protective elements 8, distributed along their length and transmitted in the form weakened by the buffer cushions 6 lower shaft 5 of frame 3.

The experience of using the proposed utility model showed that the transition failures due to damage to the coupling frames by impacts during installation and during operation practically ceased.

Claims (2)

1. An intercar passage, including a guard rail, screwed and coupling frames connected to its ends and buffer pads installed in the lower part of the coupling frame, characterized in that it further comprises a trough-like protective element mounted under the coupling frame and fastened to the buffer pads. 2. The intercar passage according to claim 1, characterized in that the length of the protective element is not less than the length of the lower frame rod.

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