CA2008740A1 - Attachment for rail vehicles - Google Patents
Attachment for rail vehiclesInfo
- Publication number
- CA2008740A1 CA2008740A1 CA002008740A CA2008740A CA2008740A1 CA 2008740 A1 CA2008740 A1 CA 2008740A1 CA 002008740 A CA002008740 A CA 002008740A CA 2008740 A CA2008740 A CA 2008740A CA 2008740 A1 CA2008740 A1 CA 2008740A1
- Authority
- CA
- Canada
- Prior art keywords
- buffer
- face
- rail vehicle
- attachment
- buffers
- 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.)
- Abandoned
Links
- 239000000872 buffer Substances 0.000 claims abstract description 124
- 238000004891 communication Methods 0.000 claims abstract description 69
- 239000007787 solid Substances 0.000 claims abstract description 3
- 230000008878 coupling Effects 0.000 claims description 9
- 238000010168 coupling process Methods 0.000 claims description 9
- 238000005859 coupling reaction Methods 0.000 claims description 9
- 238000000034 method Methods 0.000 claims description 4
- 230000006835 compression Effects 0.000 claims 1
- 238000007906 compression Methods 0.000 claims 1
- 230000035939 shock Effects 0.000 abstract description 8
- 238000013016 damping Methods 0.000 abstract description 3
- 230000003137 locomotive effect Effects 0.000 description 5
- 230000001012 protector Effects 0.000 description 4
- 235000019589 hardness Nutrition 0.000 description 3
- 238000005452 bending Methods 0.000 description 2
- 230000001788 irregular Effects 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 230000008030 elimination Effects 0.000 description 1
- 238000003379 elimination reaction Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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
Landscapes
- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Mechanical Engineering (AREA)
- Outer Garments And Coats (AREA)
- Vehicle Step Arrangements And Article Storage (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Vibration Prevention Devices (AREA)
- Lighting Device Outwards From Vehicle And Optical Signal (AREA)
- Vibration Dampers (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Air Bags (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)
- Body Structure For Vehicles (AREA)
Abstract
ABSTRACT
The proposed attachment is suitable for use in conjunction with rail vehicles, and more particularly in conjunction with passenger cars possessing UIC traction-and-buffing devices whose parting planes slide over each other by reason of pre-tension and which furthermore when uncoupled extend beyond the plane of the buffer heads belonging to the same rail vehicle.
The proposed attachment comprises buffer deflecting means designed to be attached in mirror-inverted fashion, to both left and right hand sides of a communication device in order to protect the components of the latter from collisions with the buffers of the other rail vehicle. Usually, such means comprise essentially three, preferably flat surface areas which meet each other at angles. The proposed device can, however, comprise only two such surfaces, namely a slip face and an impact face or feature only one of continuous solid face-bearing bodies. Fitting of the proposed device on passenger cars featuring UIC-traction-and-buffing gear possessing prestressed communications systems capable of damping shock waves arising from high speed rail travel, whose parting planes are capable of sliding over each other and furthermore when relaxed project beyond the plane of the buffer head of the rail vehicle to which they belong, are prevented from colliding with the buffers of other rail vehicles to which they are to be hooked.
The proposed attachment is suitable for use in conjunction with rail vehicles, and more particularly in conjunction with passenger cars possessing UIC traction-and-buffing devices whose parting planes slide over each other by reason of pre-tension and which furthermore when uncoupled extend beyond the plane of the buffer heads belonging to the same rail vehicle.
The proposed attachment comprises buffer deflecting means designed to be attached in mirror-inverted fashion, to both left and right hand sides of a communication device in order to protect the components of the latter from collisions with the buffers of the other rail vehicle. Usually, such means comprise essentially three, preferably flat surface areas which meet each other at angles. The proposed device can, however, comprise only two such surfaces, namely a slip face and an impact face or feature only one of continuous solid face-bearing bodies. Fitting of the proposed device on passenger cars featuring UIC-traction-and-buffing gear possessing prestressed communications systems capable of damping shock waves arising from high speed rail travel, whose parting planes are capable of sliding over each other and furthermore when relaxed project beyond the plane of the buffer head of the rail vehicle to which they belong, are prevented from colliding with the buffers of other rail vehicles to which they are to be hooked.
Description
2~ 40 Attachment for rail vehicles The present invention relates to an attachment suitable for use in conjunction with rail vehicles, and more especially with passenger cars possessing UIC-approved traction-and-buffing gear and inter-vehicle communication systems whose parting planes are forced by pre-tension to slide past each other. Such communication systems furthermore, when not coupled, extend beyond the plane of their respective buffer heads.
On European railroads, most rail traffic is hauled by locomotives. The vehicles used in this traffic possess at both ends resiliant traction-and-buffing gear normally comprising a screw-type coupling and two side buffers. In addition, passenger cars used throughout the world are fitted with inter-vehicle communications systems that meet the ~ `
requirements of UIC Directive 561.
Such communication apparatuses consist, for example, in accordance with DIN 25 625, Page 1, essentially of a resiliant, backwardly-pushable communication bridge and a pneumatically-sprung rubber connection that surrounds the crossover gap on the top and sides. The underside of such communication apparatuses is designed to permit the required degree of mobility in the event both of pronounced lateral relative shifting between rail vehicles and of height deviations between rail vehicles, even when the buffers are fully compressed.
In addition, international railroading agreements (e.g. sect.
33 RIC) provide for the safety of railwaymen performing coupling and decoupling tasks. In this context, section 25 of the EBO (Railway Construction and Operating Directives) stipulates the existence of a "Berne Clearance" between stationary parts on rail vehicles, with the exception of the signal mountings.
``, ' ' ~ .~ . ' . , ,. :
.... - ~ . , - ' :
- ~\
2 Z0~137~0 Experience has shown that the use of such communication devices, particularly in the face of ever-increasing track speeds, does little to prevent the incursion of air, cold, dirt and snow. Such systems moreover allow the compressive shocks, which in train collisions or during tunnel runs are intensified by high speed, to propagate unchecked over the inter-vehicle communication zone and into the rail vehicles themselves.
A system designed to redress such deficiencies has been disclosed in DE-OS 3 514 978 and retains the UIC bellows-type connector. In this arrangement, a communication protector mounted from the inside of both vehicles completely surrounds the crossover gap and both communication bridges.
i The disadvantage attending this prior art system stems from the installation of the communications protector on the inside of the rail vehicle and its mounting between two already-coupled rail vehicles. The preparation or mere existence of such a communications protector, which can only be regarded as an unnecessary extra piece of equipment, poses a number of operational problems, particularly whenever through coaches are to be made up or train sections rehooked. In addition, the protector that surrounds all sides of the communications system may be exposed to damage if pronounced lateral relative shifting of the rail vehicles causes the side buffers of one of the vehicles to come into contact with the communication bridge of the other vehicle and either push such bridge backwards a distance corresponding to the length and resiliency of such buffer or, in the event that the bridge is higher than the buffer, lift the bridge up slightly.
DE-OS 35 23 939 discloses another design for the communications systems of passenger railcars fitted with UIC-approved traction-and-buffing devices, aimed at reducing the propagation of shock waves through such systems. Proposed is ' ' , ' ' . . '' ' ~ ' ''. ' ' ',:
. ~ . . ; , . . '. ' . J
~ ZO(~7~0 a communications bellows consisting of two profile halves of M-shaped cross section, one end of which connects to the vehicle body, while the other end of such system is fitted with a slip rail. This arrangement provides for the surrounding of the crossover zone on the top and on both sides. The parting plane of the communications bellows extends, when the vehicles are not coupled, beyond the buffer plane, which means that when the two vehicles are coupled, their already-stressed bellows meet and then slide over each other without transferring shock waves, if supported, for example, by pressurized gas dampers.
A disadvantage of this prior art system becomes apparent when a passenger car fitted with the above-mentioned communication apparatus is coupled with a rail vehicle not possessing a similar device, one example of which is a locomotive. Because in such a situation the parting plane of the communication apparatus stands out in front of the buffer plane of the host vehicle, an attempt to couple such vehicle can lead to a collision with the buffers of the other rail vehicle, which in this case are the buffer heads of a locomotive.
Collisions can, in the first place, occur by virtue of the static height differentials normally existing between such rail vehicles, but are far more likely to occur as a result of dynamic motion caused by differences in vertical suspension or as a result of lateral relative shifting between rail vehicles, which occurs during S-curve running.
Experience has also shown that differences in buffer hardness between two coupled vehicles whose communication apparatuses slide on top of each other in order to prevent propagation of shock waves, may also lead, in the zone of the communication bridge, to collisions between the communication apparatus and the buffers of the opposing vehicle.
An analogous situation arises if an attempt is made to couple : . . .
. . . .:
:: .. - . . . : .: : : . .
.. :.- - ,, , ~ .:
Z~(~87~
the above-mentioned communication apparatus to a UIC-approved bellows device whose rubber bellows exhibit relatively low stiffness.
Finally, it is known that the slip faces of communication apparatuses, which in order to stem shock propagation slide over each other, have to be relatively broad in the transverse direction in order to provide for a degree of overlap which, for example, during S-curve travel, is sufficient to accomodate maximum relative lateral shifting between two rail vehicles. Such broad slip faces have a tendancy, when one edge of a buffer is worn down--which may, for example occur during repeated travel over tight curves -- to collide with the signal mounting of a passenger car fitted with a UIC-approved bellows-type communication device~
The object of the present invention is thus the provision of a means of permitting the elimination of the disadvantages attending the prior art communication apparatuses.
According to the invention there is provided an attachment suitable for use in conjunction with rail vehicles or more particularly with passenger cars possessing UIC-approved traction-and-buffing devices and communication devices whose parting planes are able to slide against each other by virtue of pre-tension and which when relaxed extend beyond the plane of the buffer head belonging to the same rail vehicle, whereby said attachment comprises buffer deflecting means designed to be attached in mirror-reversed manner to both left and right hand sides of a communication device for the purpose of protecting the components of said communication device from collisions with the buffers of the other rail vehicle.
Fitting of the proposed device on passenger cars featuring UIC-traction-and-buffing gear possessing prestressed communications systems capable of damping shock waves arising from high speed rail travel, whose parting planes are capable .. ... . . . : , , , 2~3~8~0 of sliding over each other and furthermore when decoupled project beyond the plane of the buffer head of the vehicle to which they belong, prevents such communication devices from colliding with the buffers of other rail vehicles to which they are to be coupled.
Collisions with the buffers of other rail vehicles are avoided by use of the proposed device, whenever a passenger car fitted with the proposed device couples with a vehicle which, although possessing UIC-approved traction-and-buffing gear, lack a communication apparatus, which may be the case if a locomotive is to be coupled to the passenger car.
One advantage of the proposed device is that the parting plane of a communication device which projects beyond the buffer of the vehicle to which it belongs is, when the buffers of both vehicles press together, pulled far enough back by the backward travel of the buffer of the rail vehicle to which it belongs, that the Berne Clearance, required for safe coupling, is maintained.
The special design of the proposed device permits the existence of a Berne Clearance even under unfavourable conditions, for example during lateral relative shifting of the buffers of two rail vehicles, which can occur during travel over S-curves.
Even in cases wherein two opposing buffers exhibit different hardnesses, the proposed device prevents collisions between the communication device and the opposite buffer in the zone of the communication bridge.
The proposed device is also used to advantage whenever a passenger car featuring a communication apparatus projecting beyond a buffer head plane is to be coupled with a vehicle possessing a UIC-approved bellows communication apparatus.
'' : , : . ::
- ~ .,: : .
- .
-. ~ , .
:
- ~ :
37~0 Schematically illustrated are:
Figs. 1 and 2 are a frontal view and a plan view of a proposed bu~fer deflecting device;
Fig. la is the blank of the proposed buffer deflecting device in accordance with Figs. 1 and 2, Figs. 3 and 4 are a frontal view and a plan view of a proposed device arranged between a rail vehicle buffer and a communication device extending beyond the plane of the buffer head located on the car to which such device belongs.
i Figs. 5 and 6 are a frontal view and a plan view in accordance with Figs. 3 and 4, however with a buffer that has been worn down by the action of the opposing buffer.
Figs. 7 and 8 are a frontal view and a plan view in accordance with Figs. 3 and 4, however with an opposing buffer that has shifted to the edge of its maximum lateral shifting range.
Fig. 9 is a further design variation of the proposed buffer deflecting device, in perspective.
A proposed attachment possessing a buffer deflecting device 1 in accordance with Figs~ 1, la and 2 features on its front a plurality of adjoining surfaces 2, 3 and 4, each of which possesses, in accordance with its function, a different shape.
For the same reason, surface areas 2, 3 and 4 meet each other at obtuse angles.
The blank, which contains the incipient shape of a buffer deflecting device 1 in accordance with Figs. 1 and 2, lies in one plane. The tongue-shaped withdrawal surface 2 is bent .. . . .. . . . . . . . . . . . .
-` 2~(~8740 towards the front from such plane along bending line 12 and the triangular impact face 4 is bent backwards from such plane along bending line 44, whereby sliding surface 3, which has the shape of an irregular polygon, remains in the original plane.
A buffer deflecting device 1 produced in this manner, when installed, corresponds to Figs. 1 and 2.
Thus, a tongue-shaped withdrawal plane 2 merges at its one narrow end 12 at an angle with a slip plane (3) having the shape of an irregular polygon. The upper face 13 of such slip plane slopes toward the front away from withdrawal plane 2.
Upper face 13 of slip plane 3 is angled backwards and, on the side of slip plane 3 facing away from withdrawal plane 2, is a vertically-running face 33. The imaginary extension of an upper face 22 of withdrawal plane 2 forms with vertically-running face 33 an angle of nearly 90~. In this upper zone, slip plane 3 merges into a triangular impact face 4, which, being arranged in a plane parallel to withdrawal plane 2, is displaced outwardly from the latter by a distance "a".
Surface areas 2, 3 and 4 are able to fulfil their roles even if they are nct flat, but rather form a solid, continuous structure. Furthermore, the buffer deflecting means are able to function properly even if only surfaces 3 and 4 are present.
A buffer deflecting device of the design mentioned above i6, in accordance with Figs 3 and 4, arranged in mirror-inverted fashion to the left and right of a communication device 17, whose parting plane 27 extends, when a rail vehicle is not coupled, by a distance "b" beyond the buffer head plane formed by either host buffer 15 or 15'. In this case, impact face 4 of buffer deflecting device 1 has to align with a slip face 37 that constitutes the parting plane 27 of communication device 17. This arrangement permits tongue-shaped withdrawal surface : ,: . -.
2~08~0 -2 of buffer deflecting device 1 to reach behind ~uffer head 35 of host buffer 15 without touching the latter.
In addition, the vertically-running face 33, 43 of buffer deflecting device 1 occludes at practically the same level a crossover gap 47 or a gap corresponding to the width of -communication bridge 57, in such a manner that the "Berne Clearance" is provided in the transverse direction of the rail vehicle~
The mode of operation of buffer deflecting device 1 is demonstrated in Figs 5 to 8.
Figs 5 and 6 illustrate a host buffer 15 that has been pushed so far backwards by an opposing buffer 16, that the rear surface of the buffer head 35 of such host buffer comes to rest against the withdrawal surface 2 of buffer deflecting device 1, a situation that arises whenever a passenger car fitted with a communication device 17 is coupled with a rail vehicle, for example a locomotive, which, although possessing UIC-approved traction-and-buffing gear does not have its own communication apparatus. If buffers 15 and 16 of both coupling vehicles are further pressed together, communication device 17, which extends beyond the buffer head plane 25 of host buffers 15, 15', is pushed far enough back both by the travel of host buffers 15, 15' and with the aid of buffer deflecting device 1, that the Berne Clearance required for coupling is maintained in the longitudinal direction.
This method permits, even in unfavourable conditions, for example during curve travel, the coupling of two rail vehicles provided with a communication device 17 even if the buffers of both buffer sets 15 and 16 are worn down, without however, reducing the required Berne Clearance.
During travel over S-curves, host buffers 15,15' and opposite buffers 16, 16' shift relative to each other in both .:: : . . ., , . , , . . : . ~ .
. ,. . . . ,:: .
:~ : . , . . :, , . : : :
.. -2~74~
transverse directions. In order to prevent collisions between parts of a communication device 17 and opposing buffers 16, 16', each buffer deflecting device 1 is provided with a slip face 3.
As the lateral shifting becomes more pronounced, the inner, largely sloping buffer head face 26 of opposite buffer $6 first slides against slip face 3 of buffer deflecting device 1, which itself slopes to the rear.
Maximum lateral shifting of host buffer 15, 15' relative to opposite buffers 16, 16' results, finally, when the rail vehicles reach the apex of an S-curve, as is illustrated in Figs 7 and 8.
In order to protect all parts of communication device 17 from collisions with opposite buffer 16, 16', every buffer deflecting device 1 is provided with an impact face 4, along which one of buffer heads 36, 36' of opposite buffer 16, 16' is able to slide.
Even where height differences exist between two coupled rail vehicles, which may result either from normal static conditions or from dynamic motion, and which often occur in combination with the ai~re ~entic~ned 1 ateral rail ~rehicle shifting, buffer deflecting device 1 effectively protects portions of a communication device 17 of two coupling rail vehicles from collision with opposing buffers 16, 16'.
If proposed buf~er deflecting device 1 is fitted to two coupling rail vehicles, the employment of buffers having different hardnesses, or the degree of tension with which the two rail vehicles are coupled together, are no longer able to bring about collisions between opposing buffers 16, 16' and portions of a communication device 17.
The fitting on a rail vehicle of a communication device 17 .: .
2Q~87~0 possessing a buffer deflecting device 1 is equally effective if such device 17 is to be coupled to a UIC-approved bellows communication device whose rubber bellows has a lower relative stiffness.
Fig. 9 shows a further embodiment variation of a proposed buffer deflecting device 11. Shown here is the left-hand portion of such a device, which is arranged on the left and right hand sides of a prior art shock wave-damping and UIC-compatible communication device 17. In this embodiment, the impact face 41 of buffer deflecting device 11 aligns with slip face 37, which forms the parting plane of communication device 17.
In addition, the vertically-running face 43' of buffer deflecting device 11 closes off cross over gap 47 at virtually the same level as the latter, so that the Berne Clearance is maintained in the transverse direction of the rail vehicle.
Buffer deflecting device 11 features a first attachment 51 comprising a tongue-shaped withdrawal surface 21 and a second attachment 52 comprising a backwardly-angled slip face 31 and ; 20 a triangular impact face 41.
i: :
Attachments 51 and 52, which are attached to the sides of communication device 17, are so arranged that impact face 41 is oriented parallel to withdrawal surface 21 and is displaced from the latter toward the front by a distance "a".
Should a host buffer 15, 15' be pressed backward by an opposing buffer 16, 16' (Fig. 5, 6), projecting communication device 17 is pulled back by means of the travel of host buffer 15, 15', because the rearward face of buffer head 35 of such host buffer sits against an attachment 51 possessing a withdrawal surface 21 (Fig. 9).
When two sets of buffers 15, 15' and 16, 16' (Figs 7 and 8), - : - . ~ , ,.
- .
: .. : -, : . : .
2~B7~
which slide laterally in relation to each other, are pressed together, inner sloping buffer head face 26 of opposite buffer 16, 16' slides along slip face 31 of an attachment 52 (Fig. 9) which is angled to the rear, and pushes communication device 17 backward by successive steps.
In the case of maximum lateral shifting between buffers 15, 15' and 16, 16', opposite buffer 16, 16' (Fig. 9) finally slides up along the impact face 41 of attachment 52 of a buffer deflecting device 11.
Such an arrangement prevents the opposite buffers 16, 16', at any point of their lateral shift relative to buffers 15 and 15', from colliding with parts of a communication device 17.
A simple embodiment of buffer deflecting device 1 or 11 when arranged in mirror-reversed fashion on the left and right hand sides of a communication device 17, need comprise merely slip face 3 or 31 and impact face 4 or 41, so that only one attachment 52 (Fig. 9) is required for a buffer deflecting device 11.
:, :
All individual parts and individual distinguishing characteristics set forth both in the disclosure and/or ;- figures, as well as theix permutations, combinations and variations are novel. This applies most particularly to n components and individual distinguishing characteristics whose values are n=l to n greater than infinity.
, , :
,
On European railroads, most rail traffic is hauled by locomotives. The vehicles used in this traffic possess at both ends resiliant traction-and-buffing gear normally comprising a screw-type coupling and two side buffers. In addition, passenger cars used throughout the world are fitted with inter-vehicle communications systems that meet the ~ `
requirements of UIC Directive 561.
Such communication apparatuses consist, for example, in accordance with DIN 25 625, Page 1, essentially of a resiliant, backwardly-pushable communication bridge and a pneumatically-sprung rubber connection that surrounds the crossover gap on the top and sides. The underside of such communication apparatuses is designed to permit the required degree of mobility in the event both of pronounced lateral relative shifting between rail vehicles and of height deviations between rail vehicles, even when the buffers are fully compressed.
In addition, international railroading agreements (e.g. sect.
33 RIC) provide for the safety of railwaymen performing coupling and decoupling tasks. In this context, section 25 of the EBO (Railway Construction and Operating Directives) stipulates the existence of a "Berne Clearance" between stationary parts on rail vehicles, with the exception of the signal mountings.
``, ' ' ~ .~ . ' . , ,. :
.... - ~ . , - ' :
- ~\
2 Z0~137~0 Experience has shown that the use of such communication devices, particularly in the face of ever-increasing track speeds, does little to prevent the incursion of air, cold, dirt and snow. Such systems moreover allow the compressive shocks, which in train collisions or during tunnel runs are intensified by high speed, to propagate unchecked over the inter-vehicle communication zone and into the rail vehicles themselves.
A system designed to redress such deficiencies has been disclosed in DE-OS 3 514 978 and retains the UIC bellows-type connector. In this arrangement, a communication protector mounted from the inside of both vehicles completely surrounds the crossover gap and both communication bridges.
i The disadvantage attending this prior art system stems from the installation of the communications protector on the inside of the rail vehicle and its mounting between two already-coupled rail vehicles. The preparation or mere existence of such a communications protector, which can only be regarded as an unnecessary extra piece of equipment, poses a number of operational problems, particularly whenever through coaches are to be made up or train sections rehooked. In addition, the protector that surrounds all sides of the communications system may be exposed to damage if pronounced lateral relative shifting of the rail vehicles causes the side buffers of one of the vehicles to come into contact with the communication bridge of the other vehicle and either push such bridge backwards a distance corresponding to the length and resiliency of such buffer or, in the event that the bridge is higher than the buffer, lift the bridge up slightly.
DE-OS 35 23 939 discloses another design for the communications systems of passenger railcars fitted with UIC-approved traction-and-buffing devices, aimed at reducing the propagation of shock waves through such systems. Proposed is ' ' , ' ' . . '' ' ~ ' ''. ' ' ',:
. ~ . . ; , . . '. ' . J
~ ZO(~7~0 a communications bellows consisting of two profile halves of M-shaped cross section, one end of which connects to the vehicle body, while the other end of such system is fitted with a slip rail. This arrangement provides for the surrounding of the crossover zone on the top and on both sides. The parting plane of the communications bellows extends, when the vehicles are not coupled, beyond the buffer plane, which means that when the two vehicles are coupled, their already-stressed bellows meet and then slide over each other without transferring shock waves, if supported, for example, by pressurized gas dampers.
A disadvantage of this prior art system becomes apparent when a passenger car fitted with the above-mentioned communication apparatus is coupled with a rail vehicle not possessing a similar device, one example of which is a locomotive. Because in such a situation the parting plane of the communication apparatus stands out in front of the buffer plane of the host vehicle, an attempt to couple such vehicle can lead to a collision with the buffers of the other rail vehicle, which in this case are the buffer heads of a locomotive.
Collisions can, in the first place, occur by virtue of the static height differentials normally existing between such rail vehicles, but are far more likely to occur as a result of dynamic motion caused by differences in vertical suspension or as a result of lateral relative shifting between rail vehicles, which occurs during S-curve running.
Experience has also shown that differences in buffer hardness between two coupled vehicles whose communication apparatuses slide on top of each other in order to prevent propagation of shock waves, may also lead, in the zone of the communication bridge, to collisions between the communication apparatus and the buffers of the opposing vehicle.
An analogous situation arises if an attempt is made to couple : . . .
. . . .:
:: .. - . . . : .: : : . .
.. :.- - ,, , ~ .:
Z~(~87~
the above-mentioned communication apparatus to a UIC-approved bellows device whose rubber bellows exhibit relatively low stiffness.
Finally, it is known that the slip faces of communication apparatuses, which in order to stem shock propagation slide over each other, have to be relatively broad in the transverse direction in order to provide for a degree of overlap which, for example, during S-curve travel, is sufficient to accomodate maximum relative lateral shifting between two rail vehicles. Such broad slip faces have a tendancy, when one edge of a buffer is worn down--which may, for example occur during repeated travel over tight curves -- to collide with the signal mounting of a passenger car fitted with a UIC-approved bellows-type communication device~
The object of the present invention is thus the provision of a means of permitting the elimination of the disadvantages attending the prior art communication apparatuses.
According to the invention there is provided an attachment suitable for use in conjunction with rail vehicles or more particularly with passenger cars possessing UIC-approved traction-and-buffing devices and communication devices whose parting planes are able to slide against each other by virtue of pre-tension and which when relaxed extend beyond the plane of the buffer head belonging to the same rail vehicle, whereby said attachment comprises buffer deflecting means designed to be attached in mirror-reversed manner to both left and right hand sides of a communication device for the purpose of protecting the components of said communication device from collisions with the buffers of the other rail vehicle.
Fitting of the proposed device on passenger cars featuring UIC-traction-and-buffing gear possessing prestressed communications systems capable of damping shock waves arising from high speed rail travel, whose parting planes are capable .. ... . . . : , , , 2~3~8~0 of sliding over each other and furthermore when decoupled project beyond the plane of the buffer head of the vehicle to which they belong, prevents such communication devices from colliding with the buffers of other rail vehicles to which they are to be coupled.
Collisions with the buffers of other rail vehicles are avoided by use of the proposed device, whenever a passenger car fitted with the proposed device couples with a vehicle which, although possessing UIC-approved traction-and-buffing gear, lack a communication apparatus, which may be the case if a locomotive is to be coupled to the passenger car.
One advantage of the proposed device is that the parting plane of a communication device which projects beyond the buffer of the vehicle to which it belongs is, when the buffers of both vehicles press together, pulled far enough back by the backward travel of the buffer of the rail vehicle to which it belongs, that the Berne Clearance, required for safe coupling, is maintained.
The special design of the proposed device permits the existence of a Berne Clearance even under unfavourable conditions, for example during lateral relative shifting of the buffers of two rail vehicles, which can occur during travel over S-curves.
Even in cases wherein two opposing buffers exhibit different hardnesses, the proposed device prevents collisions between the communication device and the opposite buffer in the zone of the communication bridge.
The proposed device is also used to advantage whenever a passenger car featuring a communication apparatus projecting beyond a buffer head plane is to be coupled with a vehicle possessing a UIC-approved bellows communication apparatus.
'' : , : . ::
- ~ .,: : .
- .
-. ~ , .
:
- ~ :
37~0 Schematically illustrated are:
Figs. 1 and 2 are a frontal view and a plan view of a proposed bu~fer deflecting device;
Fig. la is the blank of the proposed buffer deflecting device in accordance with Figs. 1 and 2, Figs. 3 and 4 are a frontal view and a plan view of a proposed device arranged between a rail vehicle buffer and a communication device extending beyond the plane of the buffer head located on the car to which such device belongs.
i Figs. 5 and 6 are a frontal view and a plan view in accordance with Figs. 3 and 4, however with a buffer that has been worn down by the action of the opposing buffer.
Figs. 7 and 8 are a frontal view and a plan view in accordance with Figs. 3 and 4, however with an opposing buffer that has shifted to the edge of its maximum lateral shifting range.
Fig. 9 is a further design variation of the proposed buffer deflecting device, in perspective.
A proposed attachment possessing a buffer deflecting device 1 in accordance with Figs~ 1, la and 2 features on its front a plurality of adjoining surfaces 2, 3 and 4, each of which possesses, in accordance with its function, a different shape.
For the same reason, surface areas 2, 3 and 4 meet each other at obtuse angles.
The blank, which contains the incipient shape of a buffer deflecting device 1 in accordance with Figs. 1 and 2, lies in one plane. The tongue-shaped withdrawal surface 2 is bent .. . . .. . . . . . . . . . . . .
-` 2~(~8740 towards the front from such plane along bending line 12 and the triangular impact face 4 is bent backwards from such plane along bending line 44, whereby sliding surface 3, which has the shape of an irregular polygon, remains in the original plane.
A buffer deflecting device 1 produced in this manner, when installed, corresponds to Figs. 1 and 2.
Thus, a tongue-shaped withdrawal plane 2 merges at its one narrow end 12 at an angle with a slip plane (3) having the shape of an irregular polygon. The upper face 13 of such slip plane slopes toward the front away from withdrawal plane 2.
Upper face 13 of slip plane 3 is angled backwards and, on the side of slip plane 3 facing away from withdrawal plane 2, is a vertically-running face 33. The imaginary extension of an upper face 22 of withdrawal plane 2 forms with vertically-running face 33 an angle of nearly 90~. In this upper zone, slip plane 3 merges into a triangular impact face 4, which, being arranged in a plane parallel to withdrawal plane 2, is displaced outwardly from the latter by a distance "a".
Surface areas 2, 3 and 4 are able to fulfil their roles even if they are nct flat, but rather form a solid, continuous structure. Furthermore, the buffer deflecting means are able to function properly even if only surfaces 3 and 4 are present.
A buffer deflecting device of the design mentioned above i6, in accordance with Figs 3 and 4, arranged in mirror-inverted fashion to the left and right of a communication device 17, whose parting plane 27 extends, when a rail vehicle is not coupled, by a distance "b" beyond the buffer head plane formed by either host buffer 15 or 15'. In this case, impact face 4 of buffer deflecting device 1 has to align with a slip face 37 that constitutes the parting plane 27 of communication device 17. This arrangement permits tongue-shaped withdrawal surface : ,: . -.
2~08~0 -2 of buffer deflecting device 1 to reach behind ~uffer head 35 of host buffer 15 without touching the latter.
In addition, the vertically-running face 33, 43 of buffer deflecting device 1 occludes at practically the same level a crossover gap 47 or a gap corresponding to the width of -communication bridge 57, in such a manner that the "Berne Clearance" is provided in the transverse direction of the rail vehicle~
The mode of operation of buffer deflecting device 1 is demonstrated in Figs 5 to 8.
Figs 5 and 6 illustrate a host buffer 15 that has been pushed so far backwards by an opposing buffer 16, that the rear surface of the buffer head 35 of such host buffer comes to rest against the withdrawal surface 2 of buffer deflecting device 1, a situation that arises whenever a passenger car fitted with a communication device 17 is coupled with a rail vehicle, for example a locomotive, which, although possessing UIC-approved traction-and-buffing gear does not have its own communication apparatus. If buffers 15 and 16 of both coupling vehicles are further pressed together, communication device 17, which extends beyond the buffer head plane 25 of host buffers 15, 15', is pushed far enough back both by the travel of host buffers 15, 15' and with the aid of buffer deflecting device 1, that the Berne Clearance required for coupling is maintained in the longitudinal direction.
This method permits, even in unfavourable conditions, for example during curve travel, the coupling of two rail vehicles provided with a communication device 17 even if the buffers of both buffer sets 15 and 16 are worn down, without however, reducing the required Berne Clearance.
During travel over S-curves, host buffers 15,15' and opposite buffers 16, 16' shift relative to each other in both .:: : . . ., , . , , . . : . ~ .
. ,. . . . ,:: .
:~ : . , . . :, , . : : :
.. -2~74~
transverse directions. In order to prevent collisions between parts of a communication device 17 and opposing buffers 16, 16', each buffer deflecting device 1 is provided with a slip face 3.
As the lateral shifting becomes more pronounced, the inner, largely sloping buffer head face 26 of opposite buffer $6 first slides against slip face 3 of buffer deflecting device 1, which itself slopes to the rear.
Maximum lateral shifting of host buffer 15, 15' relative to opposite buffers 16, 16' results, finally, when the rail vehicles reach the apex of an S-curve, as is illustrated in Figs 7 and 8.
In order to protect all parts of communication device 17 from collisions with opposite buffer 16, 16', every buffer deflecting device 1 is provided with an impact face 4, along which one of buffer heads 36, 36' of opposite buffer 16, 16' is able to slide.
Even where height differences exist between two coupled rail vehicles, which may result either from normal static conditions or from dynamic motion, and which often occur in combination with the ai~re ~entic~ned 1 ateral rail ~rehicle shifting, buffer deflecting device 1 effectively protects portions of a communication device 17 of two coupling rail vehicles from collision with opposing buffers 16, 16'.
If proposed buf~er deflecting device 1 is fitted to two coupling rail vehicles, the employment of buffers having different hardnesses, or the degree of tension with which the two rail vehicles are coupled together, are no longer able to bring about collisions between opposing buffers 16, 16' and portions of a communication device 17.
The fitting on a rail vehicle of a communication device 17 .: .
2Q~87~0 possessing a buffer deflecting device 1 is equally effective if such device 17 is to be coupled to a UIC-approved bellows communication device whose rubber bellows has a lower relative stiffness.
Fig. 9 shows a further embodiment variation of a proposed buffer deflecting device 11. Shown here is the left-hand portion of such a device, which is arranged on the left and right hand sides of a prior art shock wave-damping and UIC-compatible communication device 17. In this embodiment, the impact face 41 of buffer deflecting device 11 aligns with slip face 37, which forms the parting plane of communication device 17.
In addition, the vertically-running face 43' of buffer deflecting device 11 closes off cross over gap 47 at virtually the same level as the latter, so that the Berne Clearance is maintained in the transverse direction of the rail vehicle.
Buffer deflecting device 11 features a first attachment 51 comprising a tongue-shaped withdrawal surface 21 and a second attachment 52 comprising a backwardly-angled slip face 31 and ; 20 a triangular impact face 41.
i: :
Attachments 51 and 52, which are attached to the sides of communication device 17, are so arranged that impact face 41 is oriented parallel to withdrawal surface 21 and is displaced from the latter toward the front by a distance "a".
Should a host buffer 15, 15' be pressed backward by an opposing buffer 16, 16' (Fig. 5, 6), projecting communication device 17 is pulled back by means of the travel of host buffer 15, 15', because the rearward face of buffer head 35 of such host buffer sits against an attachment 51 possessing a withdrawal surface 21 (Fig. 9).
When two sets of buffers 15, 15' and 16, 16' (Figs 7 and 8), - : - . ~ , ,.
- .
: .. : -, : . : .
2~B7~
which slide laterally in relation to each other, are pressed together, inner sloping buffer head face 26 of opposite buffer 16, 16' slides along slip face 31 of an attachment 52 (Fig. 9) which is angled to the rear, and pushes communication device 17 backward by successive steps.
In the case of maximum lateral shifting between buffers 15, 15' and 16, 16', opposite buffer 16, 16' (Fig. 9) finally slides up along the impact face 41 of attachment 52 of a buffer deflecting device 11.
Such an arrangement prevents the opposite buffers 16, 16', at any point of their lateral shift relative to buffers 15 and 15', from colliding with parts of a communication device 17.
A simple embodiment of buffer deflecting device 1 or 11 when arranged in mirror-reversed fashion on the left and right hand sides of a communication device 17, need comprise merely slip face 3 or 31 and impact face 4 or 41, so that only one attachment 52 (Fig. 9) is required for a buffer deflecting device 11.
:, :
All individual parts and individual distinguishing characteristics set forth both in the disclosure and/or ;- figures, as well as theix permutations, combinations and variations are novel. This applies most particularly to n components and individual distinguishing characteristics whose values are n=l to n greater than infinity.
, , :
,
Claims (14)
1. An attachment suitable for use in conjunction with rail vehicles or more particularly with passenger cars possessing UIC-approved traction-and-buffing devices and communication devices whose parting planes are able to slide against each other by virtue of pre-tension and which when relaxed extend beyond the plane of the buffer head belonging to the same rail vehicle, whereby said attachment comprises buffer deflecting means designed to be attached in mirror-reversed manner to both left and right hand sides of a communication device for the purpose of protecting the components of said communication device from collisions with the buffers of the other rail vehicle.
2. An attachment according to Claim 1 comprising only two surfaces which are, namely, a slip face and an impact face.
3. An attachment according to Claim 1, comprising essentially three bordering, preferably flat surface areas that meet each other at angles.
4. An attachment according to Claim 1, Claim 2 or Claim 3, whereby said buffer deflecting means comprise only one of continuous solid face-bearing bodies.
5. An attachment according to Claim 1, Claim 2 or Claim 3 whereby a withdrawal surface merges with a slip face which, being spatially angled backwards, comprises in its upper zone an impact face.
6. An attachment according to Claim 1, Claim 2 or Claim 3 whereby impact face is arranged parallel to flat withdrawal surface and is displaced from said withdrawal surface toward the front by a distance (a).
7. A rail vehicle possessing an attachment according to Claim 1, Claim 2 or Claim 3 whereby impact plane aligns with a slip face that forms the parting plane of a communication device.
8. A rail vehicle according to Claim 7 whereby the withdrawal surface of said buffer deflecting means is tongue-shaped and reaches behind the buffer head of a host buffer.
9. A rail vehicle according to Claim 7, whereby the vertically-running face closes off at practically the same level either cross over gap or a gap corresponding to the length of communication bridge.
10. A rail vehicle according to Claim 7, whereby a first attachment element comprises a withdrawal surface and a second attachment element comprises a slip face as well as an impact face and whereby furthermore attachment elements are arranged in mirror-inverted fashion on the left and right hand sides of a communication device, whereby impact face runs parallel to withdrawal surface and is displaced toward the front.
11. A rail vehicle according to Claim 7, comprising an attachment element comprising a slip face and an impact face.
12. A method suitable for coupling two rail vehicles according to Claim 7, whereby a buffer belonging to the first rail vehicle pushes backward a buffer of the second rail vehicle and whereby a rear surface of a buffer head sits against a withdrawal surface and whereby furthermore a communication device extending beyond the buffer head plane of buffers is, by further compression of buffers pulled backward by the travel of buffer of the second rail vehicle.
13. A method according to Claim 12, whereby one of the buffers of one of the rail vehicles presses together with the corresponding buffer of the other rail vehicle, that has shifted away from the centre, to slide with its sloping inner
14 buffer head face against a slip face that is spatially angled to the rear and whereby furthermore a communication device that projects beyond the buffer head plane of the host buffer assumes, when opposing laterally-displaced buffers press further together, a pushed back position.
14. A method according to Claim 12, whereby an opposing buffer which has shifted laterally to the greatest extent possible relative to a first buffer, bears against an impact face of said buffer deflecting means and whereby furthermore a communication device that extends beyond the buffer head plane of first buffer is pushed backwards to the greatest extent possible.
14. A method according to Claim 12, whereby an opposing buffer which has shifted laterally to the greatest extent possible relative to a first buffer, bears against an impact face of said buffer deflecting means and whereby furthermore a communication device that extends beyond the buffer head plane of first buffer is pushed backwards to the greatest extent possible.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH24789 | 1989-01-26 | ||
| CH247/89 | 1989-01-26 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2008740A1 true CA2008740A1 (en) | 1990-07-26 |
Family
ID=4182653
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002008740A Abandoned CA2008740A1 (en) | 1989-01-26 | 1990-01-26 | Attachment for rail vehicles |
Country Status (8)
| Country | Link |
|---|---|
| EP (1) | EP0380004B1 (en) |
| JP (1) | JPH03197270A (en) |
| AT (1) | ATE75676T1 (en) |
| AU (1) | AU623973B2 (en) |
| CA (1) | CA2008740A1 (en) |
| DE (1) | DE59000109D1 (en) |
| DK (1) | DK0380004T3 (en) |
| ES (1) | ES2032141T3 (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CH670803A5 (en) * | 1984-08-16 | 1989-07-14 | Sig Schweiz Industrieges | |
| DE8711584U1 (en) * | 1987-08-27 | 1987-10-22 | Phoenix Ag, 2100 Hamburg | Cover profile for transition tunnels of passenger coaches |
-
1990
- 1990-01-20 DK DK90101140.3T patent/DK0380004T3/en not_active Application Discontinuation
- 1990-01-20 AT AT90101140T patent/ATE75676T1/en active
- 1990-01-20 DE DE9090101140T patent/DE59000109D1/en not_active Expired - Lifetime
- 1990-01-20 ES ES199090101140T patent/ES2032141T3/en not_active Expired - Lifetime
- 1990-01-20 EP EP90101140A patent/EP0380004B1/en not_active Expired - Lifetime
- 1990-01-26 CA CA002008740A patent/CA2008740A1/en not_active Abandoned
- 1990-01-26 JP JP2015158A patent/JPH03197270A/en active Pending
- 1990-01-29 AU AU48886/90A patent/AU623973B2/en not_active Ceased
Also Published As
| Publication number | Publication date |
|---|---|
| EP0380004B1 (en) | 1992-05-06 |
| ES2032141T3 (en) | 1993-01-01 |
| DK0380004T3 (en) | 1992-11-23 |
| AU4888690A (en) | 1990-08-02 |
| ATE75676T1 (en) | 1992-05-15 |
| AU623973B2 (en) | 1992-05-28 |
| JPH03197270A (en) | 1991-08-28 |
| DE59000109D1 (en) | 1992-06-11 |
| EP0380004A1 (en) | 1990-08-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |