Note: Descriptions are shown in the official language in which they were submitted.
20~9~1
Device suitable for use in conlunction with passenger cars
fitted with UIC-a~Proved traction-and-buffina devices. and
with aeneral a~plication to all passenaer cars.
The present invention relates to a device suitable for use
both on passenger cars possessing UIC-compatible traction-
and-buffing gear and floating gangways that slide against each
other, and moreover relates to passenger cars in general.
Although a number of passenger car gangway systems are already
known, their use has proven less than satisfactory, since the
passenger is exposed to the weather while traversing such
device. Moreover, high-intensity pressure shocks arising
during high speed train passing and tunnel running are
permitted to propagate, unchecked, into the `insides of the
rail car.
In order to alleviate at least somewhat such disadvantages,
GB-PS 964 210, for example, has disclosed a gangway which,
being fitted to the end of the car body, presses at the top by
means of elastic elements against the corresponding gangway of
the other coupling car, and at the bottom presses with its
buffer against the bu~fer of the other vehicle.
.. . .
t~ When such gangways meet, thelr end frames ln response to
horizontal and vertical movement, ride relatively stiffly in
~; relation to the end of the car body to which they are
attached; thus the horizontal and vertical relative motions
~ 25 occurring between two coupled cars are absorbed exclusively by
-~ the sliding together of both gangway end frames.
; .
This arrangement implies a more or less significant reduction
i in the free passage clearance existing in the gangway every
;~( time the car bodies move laterally relative to each other.
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20099~1
Continuing relative side-to-side shifting of both gangway
parts give the passenger crossing between the cars a feeling
of insecurity.
An additional requirement of high speed rail travel is that of
designing such shock wave-attenuating gangways to be UIC-
compatible, and therefore, capable of being fitted to
passenger cars possessing on both ends flexible traction-and-
buffing gear comprising one screw coupling and two side
buffers, such an arrangement requiring that the buffers of two
coupling rail cars meet in such a way that their heads are
able to meet head-on.
The colliding, as described in the previous example, of
gangway end frames, caused by the buffing force, is not
permitted.
Rather, such shock wave-attenuating and UIC-compatible
gangways have to make room for the traction-and-buffing gear
and so leave a "Berne Clearance" required by international
railroading regulations governing coupling and decoupling.
,
DE-OS 35 05 762 and DE-OS 34 30 112 disclose gangways which,
in àddition to addressing the reguirements of modern high
speed rail travel, can be fitted to UIC-approved equipment.
/
In this arrangement, the gangway is attached and guided on
each end of the ~ar body in such a way that the UIC traction-
and-buffing devices do not meet tangentially and the Berne
Clearance, which is required for safe coupling and decoupling,
is unobstructed. The end frames of the gangways of two
~ coupling rail vehicles are held together by means of flexible
4 elements in such a way as to attenuate shock waves, even in
; the event of lateral relative car shifting occurring during S-
curve Funning.
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20099~1
If the rail cars shift laterally relative to each other past a
point normally defined by a stop, which may, for example occur
during the very wide lateral movements occurring in stations
or sorting yards, the transverse travel of the floating end
frames reaches its limit, whereupon the end frames of both
gangway parts begin to slide relative to each other in the
transverse direction.
"
Since the floating arrangement of the flexible gangways
permit, during such exaggerated lateral shifting, only limited
automatic return to a normal position, centering means are
provided, which, when both gangway parts shift past a certain
point, serve to return the latter to a position in which such
parts substantially align. Recent experience, however, has
demonstrated that the amount of time during which two gangway
parts are separated during curve running, is determined not
only by longitudinal pressure forces and the frictional
coefficients of the engaging slip surfaces, but also by
factors such as the amount of dirt present in the mechanism
and weather conditions. Consequently, active centering means
are required to ensure a rapid re-centering response.
... . .
The object of the present invention is the development of a
device that can be fitted to inter-car gangways of the type
;j
first disclosed which, by functioning under tension, serves to
actively centre both gangway parts, whereby the latter are
forced back from offset position into one wherein both parts
align congruently during curve running for as long a period as
~i possible, a condition enabled because the proposed device
holds both gangway parts in a floating position between two
; car body ends.
30 According to one aspect of the invention there is provided a
device suitable for use in conjunction with UIC-approved
traction-and-buffing devices and floatably-mounted gangway
parts that slide against each other, said device comprising
~l active retaining-and-centering means.
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20~9g4~
In the disclosure to follow, the general principles of the
present invention as well as a number of advantageous
embodiments of the invention will be described in greater
detail with reference to the accompanying drawings, in which:
Fig. 1 is a perspective view illustrating the principles of
a proposed retaining-and-centering device as fitted
to a gangway part;
Fig. 2 is a plan view of the proposed retaining-and-
centering device as fitted to the two parts of a
gangway;
Fig. 3 is a view similar to Fig. 2 illustrating the
proposed device in which, however, both car body
ends have shifted relative to each other;
,, ,
Fig.4 is a view similar to Fig. 2 illustrating the
proposed device in which, however, both rail car
ends have shifted the maximum distance relative to
,.. .
each other and whereby both gangway halves slide
along each other; and
Fig8. 5 to 12 are perspective and cross-sectional views
illustrating further design variations of a proposed
!~'' retaining and centering device.
,
~d; ~ Fig. 1 illustrates a gangway part 22 fitted with a proposed
retaining-and-centering device 1. In this arrangement, a
; catch 11, 12 is arranged, torsionally-secure, on either side,
for example, of the upper zone of a gangway part 22, and is
~ ` slidably borne in a guide 15, 16 whose length, corresponding
-~ to at least the length of the transverse travel path of the
end frame of the gangway as indicated in Fig. 4, is attached
to gangway part 22. Both~catches 11, 12 of centering
; mechanism 1, which is fitted to gangway part 22, are connected
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20099~1
together via elastic means 4 and transmission means S, which
are also attached to gangway part 22.
Elastic means 4 can, alternatively, be prestressed mechanical
draw springs, pneumatic springs, or an elastic element that
can be actuated by a fluid employed as the energy transfer
medium. Serving as transmission means 5 can be chain or cable
as well as flex-ball cable that connect, under tension,
elastic means 4 to catches 11, 12.
The principle upon which a proposed retaining-and-centering
device 1,1' functions is described more fully by means of Figs
2 to 4.
Fig. 2 is a plan view of a gangway 21, both of whose gangway
parts 22,22' are provided with a retaining and centering
lS mechanism 1,1'. In the position shown, longitudinal planes of
symmetry 30 and 31 of both car body ends 20,21 align with the
longitudinal medial plane 32 of gangway 21, a condition that
can be expected in straight track running. Each of catches
11, 12 and 11,' 12', which face each other in m.rror-inverted
fashion, is held, by means of elastic means 4,4' and
transmission means 5,5', either directly against or at a
slight distance from the side o~ the respective gangway part
j 22 or 22'.
, In Fig. 3, longitudinal planes of symmetry 30 and 31 of both
3 ' 25 car body ends 20, 20' are laterally offset from each other, as
could be expected during curve running on open track. Lateral
shifting of both car body ends 20,20' relative to gangway 21
~ continuing up to a limit defined by a stop 25,25', is absorbed
i~ ~ by flexible elements 3,3' and external sealing membranes 2,2'.
1~ ~ 30 Up to such lateral motion stop, floating gangway 21 does not
;~
separate; gangway parts 22,22' face each other consequently as
~i is evidenced by the indicated common longitudinal medial plane
32.
~ .
:
2009941
Retaining-and-centering devices 1,1' do not move in this
example, whereby catches 11,12 and 11',12', which face each
other in mirror-inverted fashion, are held directly or
indirectly by means of elastic means 4,4' and transmission
means 5,5 against the edge of the respective gangway part
22,22'.
In Fig. 4, longitudinal planes of symmetry 30 and 31 of both
car body ends 20,20' are shifted the maximum lateral distance
relative to each other, which exceeds that delimited by stops
25,25'. Such pronounced lateral shifting occurs between car
.~ body ends during S-shaped running over widely-deviating
turnouts. Because flexible elements 3,3' and external sealing
~ membranes 2,2' have both reached the limit of their lateral
:~ travel, both gangway parts 22,22' move out of alignment to
slide against each other along their gliding surfaces 22,27',
as indicated by the offset disposition of their longitudinal
planes of symmetry 32,32'. At this point, retaining-and-
centering devices 1,1l are automatically actuated, whereby
:~ each of catches 11, 12' is slid laterally into its terminal~ 20 position, while both catches 11',12 are pulled, against the
resistance of elastic means 4,4', away from guides 15', 16 by
i~ a distance corresponding to the transverse travel path of
gangway parts 22,22'.
.
When both car body ends 20,20' slide back toward the centre,
gangway parts 22,22' are, under the influence of elastic means
4,4' and transmission means 5,5', which engage both the former
and the latter, brought back into an aligned position
<' corresponding to the resting position of retaining-and-
. centering device 1,1'.
,.~ri
If both car body ends 20,20' shift again through the maximum
distance in the opposite transverse direction, retaining-and-
~: centering devices 1,1' operate in reverse; catches 11', 12 are
carried back into their resting positions while catches 11,12'
;i ~ are pulled against the resistance of elastic means 4,4' away
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2009941
from guides 15, 16' through a distance corresponding to the
transverse path travelled by gangway parts 22,22'. Should
different axle loads in car bodies 20,20' cause height
differences to exist when gangway parts 22,22' are sliding
relatively, the degree of overlap of catches 11,11' and 12,12'
is sufficient to ensure proper re-centering of the gangways
following pronounced lateral shifting.
The difference in elastic tension existing between flexible
elements 3,3' of the mounting of gangway parts 22,22' and
retaining-and-centering device 1,1' serves to effectively
maintain, for long periods during curve running, free passage
clearance in gangway 21 with the exception perhaps of running
over very tight shunting yard curves. Thus, retaining-and-
centering device 1,1', which is quite stiff, in concert with
the more yielding elements 3,3', serve both to maintain for
fairly long periods during curve running, gangway 21 in its
floating position and to efficiently re-center laterally-
offset gangway parts 22,22' following traversal of very tight
curves.
Further advantageous embodiments of a proposed retaining-and-
centering device are described in Figs. 5 to 12.
. .
Figure 5 illustrates a gangway part 22 comprising a retaining-
and-centering device 125 which, comprising posts 9, 10 that
are attached vertically near the edges of sliding face 27 are
able to swing laterally by pivoting in a horizontal pivot
, joint 7,8. At their upper ends, posts 9 and 10 are connected
together under elastic tension by means of horizontally-
disposed elastic means 4 ~nd transmission means 5.
~ Posts 9, 10 are designed preferably as rectangular pipes,
;,i 30 whereby post 9 comprises, for example in its upper zone, an
axially spring loaded centering pin 13, while post 10
features, in the corresponding upper zone, an oblong recess 14
and a deflecting profile 19.
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2009941
The length of oblong recess 14 is determined by the amount of
vertical offset likely to occur between two facing gangway
parts 22,22' during coupling of their respective car bodies
20,20', which might result from, e.g. different axle loads in
the two vehicles.
The presence of deflecting profile 19 on post lo prevents,
during the coupling of two laterally-offset car bodies, the
centering pin, which protrudes from an opposing retaining-
and-centering device, from catching on the side of opposing
post 10.
Where gangway parts 22,22' shift relative to each other during
curve travel, a centering pin 13, which, at first either rides
near deflecting profile 19 or sits against the sliding face 27
of a facing gangway part, automatically slides, with the next
shift of the cars, for example during curve running, into the
oblong-shaped recess 14 of post 10. For this purpose,
centering pin 13 is spring loaded in such a way that, when
acted upon ~y an external axial force, it can be pushed
backward at least so far as to ~e able to line up flush with
the external contour of post 9.
, ~ .
Posts 9, 10 may also be embodied as a pipe whose particular
shape takes over the deflecting function of deflecting profile
19, so rendering the latter superfluous.
,~
When the two gangway parts 22, 22' are congruently aligned,
centering pins 13 fit into the corresponding mating recesses
14, and posts 9, 10 are held vertically by means of elastic
means 4 and transmission means 5 against the edges of the
`i respective gangway part 22 or 22'.
,~.
When, as indicated in Fig. 4, gangway parts 22,22' shift
laterally relative to each other, posts 9 of retaining-and-
centering device 10 alternately assume, depending on the
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` 9
direction of lateral shift, either position 9' or lO'
indicated in Fig. 5.
Fig. 6 illustrates the general construction of a retaining-
and-centering device 26 that also features, at the sides of
sliding face 27, vertically-arranged posts 9, lO, which at
their lower ends, can be swung out laterally on their
respective horizontal pivot joints 7,8.
Posts 9, 10 are held under tension in their respective
vertical positions on either side of cummunication device part
22 by elastic means 4 and transmission means 5.
For the purposes of this arrangement, elastic means 4 are
integrated in both posts 9 and 10 and are connected to gangway
part 22 via transmission means 5, which are directed, by
: deflecting means 6, borne for this purpose inside posts 9 and
10, into a plane that deviates from the working direction of
elastic means 4.
; Fig. 7 illustrates a gangway part 22 fitted with a retaining-~!; ' and-centering device 28~ A centering unit 13' and a recess
1 14' are fitted so as to be incapable of twisting, laterally in
relation to gangway part 22, for example, in the upper zone of
the latter, and are slidably-borne in guides 15, 16 attached
to gangway part 22, and have a length corresponding to at
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least the transverse travel path of such gangway part.
Centering unit 13' and recess 14' are, in this arrangement, 25 connected together via transmission means 5 guided upon both a
deflecting means 6 borne on gangway part 22 and upon a further
deflecting means 6' that is held by elastic means 45 which is
,; either pushing or pulling such deflection means.
i~
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In a further embodiment, centering unit 13' and recess 14' of
a retaining-and-centering unit 28 as shown in Fig 1, can be
held directly by elastic means 4 and by transmission means 5,
in one plane.
.
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20099~1
Fig. 8 shows another embodiment of the proposed retaining-
and-centering device 29, whereby posts 9, 10, which are
arranged vertically on either side of sliding face 27, are
designed as bending springs 17, 18 that are joined, near their
middles in a stressed relationship, to gangway part 22 by
means of a horizontal pivot joint 7, 8.
Posts 9, 10, which are embodied as bending springs 17, 18,
assume, in the context of a proposed retaining-and-centering
device 29, the function of the otherwise-employed elastic
means. For this purpose, bending springs 17, 18 can be
produced from a composite mat~rial comprising fibreglass or
graphite layers, whose special material characteristics can be
fully exploited by their being bonded in a structure.
A bending spring 17, 18 of such construction is, when
unflexed, bent slightly relative to its longitudinal axis.
When installed on the side of a gangway part 22, such slight
bending predisposes such spring to being prestressed at its
upper and lower extremities.
A bending spring 17 features, for example, on its upper end
portion an axially spring-loaded centering pin 13 and on its
lower end portion a recess 14, as well as a deflecting profile
19. Thus equipped, bending spring 17, which is fitted, for
e~ample, flush against the side of gangway part 22, is
dynamically-balanced against an identical bending spring 18
attached flush to the left-hand side of gangway part 22.
., .
If the number of centering pins 13 comprised by retaining-
and-centering device 29 is doubled the surface pressure acting
on centering pins 13 and recesses 14 of the opposing gangway
part 22' can be reduced.
.~
30 When gangway parts 22,22' shift laterally relative to each
other as shown in Fig. 4, the tops and bottoms of bending
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2009941
11
springs 17, 18 assume, with rising elastic force and depending
on the direction o~ lateral shift, either position 17' or 18',
shown in Fig. 8.
Further embodiments of the proposed retaining-and-centering
mechanism are shown, from only one of their sides, in Figs. 9
to 12 Such embodiments feature, with respect to the guidance
means for posts 9 and lO and to elastic means 4, a wide
variety of mechanical arrangements that permit optimal
adaptation to different operational requirements.
Figure 9 shows one post (9), lO of a retaining-and-centering
mechanism 36 as arranged almost vertically on the side of a
gangway post 22. Each post (9), lO is fitted via a pivot
; joint 8 to one or more parallel but separately-mounted pushing
members 34, 34'.
Pushing elements 34, 34' are borne so as to be able to slide
laterally inside horizontal guides 16,16' whose length
corresponds at least to that of the transverse travel path
shown in Fig. 4, whereby at least one of guides 16,16' is
integrated in a pivot bearing 33.
Post 10 features, for example, in its lower zone a centering
~,~ pin 13 that is spring loaded in its axial direction, and in
its upper zone an oblong-shaped recess 14 and a deflecting
profile 19. Post lO is held, by means of a horizontally-
arranged elastic means 4, vertically against the side of
gangway 22.
,.~
i.,
When gangway parts 22,22' shift laterally relative to each
~` other as shown in Fig 4, posts (9)10 alternately assume,
depending on the direction of laterial shift, either position
(9'),10 as indicated in Fig. 9.
, .
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,;;l 30 A simplified example of the guidance of a post (g), 10
l arranged on the side of gangway part 22, is illustrated by a
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2009~41
retaining-and-centering device 37 as shown in Fig. ~O. In
this arrangement, the pivot bearing suggested in Fig. 9 can be
omitted, if at least one of pivot joints 8,8' connecting to
pushing elements 34,34' respectively is able to slide inside
an oblong-shaped slot 35 provided in post (9),10.
When both gangway parts 22,22' shift laterally relative to
each other as illustrated in Fig. 4, posts (9), 10 alternately
assume, depending on the direction of lateral shift, position
(9') or lO shown in Fig. 10.
Fig. 11 illustrates a post (9),10 designed in accordance with
Figs. 9 and 10, which is embodied as a retaining-and-centering
device 38 and connected to a gangway part 22 both via elastic
means 4 that are integrated in the top and bottom of such
post, and via transmission means 5. Deflecting means 6,
installed inside posts t9),10 serve, as demonstrated in Fig.
6, to direct transmission means 5 into a plane that deviates
from the working direction of elastic means 4.
.,
It is also possible to flexibly connect to a gangway part 22 a
post 9, 10 designed as in Figs. 9 or 10, and embodied in Fig.
2~ 12 as retaining-and-centering device 39.
The provision of an axially spring-loaded centering pin 13
renders gangway part 22, which is fitted with one of proposed
retaining-and-centering devices 25, 26, 28, 29, 36, 37, 38,
39, compatible not only with an identical facing part, but
also with a conventional UIC-approved rubber bellows type
gangway.
-
The proposed retaining-and-centering device distinguishes
itself by being able to maintain, for as long a period as
; possible, two gangway parts in a floating condition relative
to their respective car bodies. The second advantage of the
proposed retaining-and-centering device is the capacity, aided
b~ prestressed elastic means, to force back into a position
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20~9~1
13
congruent with its opposite counterpart, a gangway part that
has shifted laterally away from such opposing gan~way part.
From such a congruent position, the prior art gangway, can,
being held in position by the proposed retaining-and-centering
device, regain its floating position between the ends of two
rail cars. This floating position is maintained until the
lateral slippage between two coupled rail cars exceeds a limit
defined by a stop.
- After the latter limit has been surpassed by lateral travel of
the communication parts, the opposing gangway parts leave
their congruent alignment to slide laterally relative to each
other and so to automatically actuate the proposed retaining-
and-centering device, which is then able to force the return
of the aforesaid gangway parts into their original congruency.
~ 15 The proposed retaining-and-centering device retards the
! lateral relative slippage, owing to lateral car-end shifting,
~ of two facing gangway parts to such an extent that such
J lateral relative slippage begins only after relative car end
- ^ shifting passes a point normally defined by a stopping
element. The significance of this arrangement is that the
gangway clearance is not reduced during running over curves,
with the exception, e.g. of very tight shunting yard curves.
"
The proposed retaining-and-centering mechanism, by maintaining
in conjunction with separated and laterally-offset gangway
parts a gangway clearance that exceeds the clearance
attainable with a non-floating gangway by the distance
- traveled by the floating portion, significantly improves
~; comfort for the passenger wishing to cross between two rail
cars.
.
Such gangways, being connected together in a floating
~i relationship, give the passenger walking between two rail cars
a feeling of security, due to the advantage, conferred upon
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2~099~1
the system, that the gangway parts seldom shift relative to
each other while running over open, normally-curved track.
Because this condition will naturally lead the crossing-over
passenger to conclude that the absence of lateral inter-car
deviation is normal, he may be inclined to use the inter-car
gangway for pauses while crossing from car to car.
All of the individual components and distinguishing features
disclosed in the disclosure and/or figures, as well as their
permutations, combinations and alternative versions, are
inventive. This is especially ~rue for n individual
components and distinguishing features wherein n - 1 to n
approaching ~,
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