Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
Title: PASSAGEWAY SYSTEM FOR VEHICLES
_____________________________
FIELD OF T~ INV~NTIO~
The invention relates to a passageway system for
providing an access between two coupled vehicles, especially
railway cars. More particularly,the invention relates to
a passageway system which defines a portal having two halves,
each of which is associated with one of the coupled railroad
cars. Disposed between each of the end frames of the railroad
car and the associated portal half is a set of at least two
pivoted linkages and a multi-part, movable bridge which consti-
tutes a walkway, the bridge having a pivotable bridge plate
which pivots around the threshold of the end face opening of
the railroad car. At the end of the po tal, the bridge includes
members that are mounted to the threshold of the portal. The
bridge plate and the bridge members lie on top of one another
1~5 and slide in the manner of fish scales.
BACKGROU~ID OF THE I~IVENTIO~I
In a known system of the general type described above,
for example that described in U. S. Patent 2,8~6, 998, the two
pivoted linkages are disposed above and below the passageway
and the lower of the two pivoted linkages includes a lightly
domed bridge plate which is pivotable around a transverse axis
disposed at the face end of the carriage box. Other bridge
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members,on which the bridge plate lies in scale -like manner,
are supported on the threshold of the portal frame either
directly or by means of a support system which is itself
supported by the railway coupling lying below,as is the
portal frame. A disadvantage of this construction is that
the coupling must cooperate in the function of the passageway
system and is thus loaded by the portal halves. Thls type
of construction makes the use of non-loadable couplings
impossible. Furthermore, the known construction cannot
accommodate substantial differences in height as between the
two carriage frames which may take place if one of the two
railway cars experiences a spring-breakage.
Further known is a passageway system as described in
U. S. Patent 1,012,451, in which each of the portal halves
is supported fxom below by a coupling carrier and from above
by a pivoted linkage connected in the region of the carriage
roof This pivoted linkage includes a telescoping device
which may be pivoted around a vertical axis mounted at the
carriage but at some distance from the end face of the carriage
?' box and located in the interior of the carriage box. In the
~? region lying somewhat outside of the plane defining the end
face of the carriage box, the spring-tensed telescoping device
has mounted to it a lever arm which pivots around a vertical
~i axis, the other end of the lever arm being fastened to a
vestibule frame of the associated vestibule half. In this
disposition, the vestibule half is carried by one of the coupler
carriers and thus shares in the la-teral motion of the coupler.
The bridge which the passengers use in thei~ passage from one
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car to the other includes a rigid plate extending from the
end face of the carriage box on which lies a bridge plate
that can glide on the rigid plate in the manner of a fish
scale and which is mounted movably around a transverse
axis at the threshold of the vestibule frame.
SUMMARY OF THE INVENTION
The present invention provides a passageway for use
between two coupled vehicles, especially railway vehicles,
including a separable central portal, including at least
two pivot linkage systems and a multi-part movable walkway
bridge including an upper guidance for guiding the central
portal, disposed above the walkway passage and including a
support arm pivotable about a vertical axis disposed at
the top part of the end face of a respective one of two
vehicle boxes characterized in that the support arm
carries a longitudinal slidable slide on which is attached
an arm which pivots about a transverse axis and wherein a
portal half is connected to the support arm via a joint.
, .
The solutions provided by embodiments of the present
invention make possible a safe and comfortable use of the
passageway by the passengers who are reliably protected
against any effects of the weather or the environment by
the surrounding rubber membrane which also surrounds the
lower bridge, because the membrane seals the space against
draft, water, snow, dust, sand, smoke and noise. This
type of seal is of significance especially in air-
conditioned vehicles due to the good thermal and
acoustical insulation which it affords. Finally, the
effective seal makes it possible to dispense with
additional end face doors and/or compartment doors which
represents an advantage with respect to the weight as well
; as to the cost.
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An advantage of the passageway system disclosed herein
is also the large usable interior cross section and the
substantially continuous flat floor without any ramps or
steps worth mentioning. Thus, the passageway can be used
for the comfortable circulation of passengers during
normal operation, for utilization as a standing room in
heavy traffic and as an escape route from one carriage to
another. Finally, the passageway system according to the
invention permits sufficient mobility to accommodate any
occurring mutual motions or positions of the coupled car
boxes. The system can acommodate even the smallest of
track curvatures, as well as deliberately transversely
inclined carriage boxes, large irregularities in the track
and any motions due to vehicle suspension and vehicle
coupling. A final advantage is the possibility of simple
and reliable joining and separating of the passageway
system when the railway cars are coupled or uncoupled.
The couplings used may be automatic as well as manually
actuated couplers and possibly permanent or semi-permanent
couplers.
The passageway system disclosed herein accommodates
any rotations or displacements occurring during the trip
such as the two car ends execute relative to one another
in all directions when coupled. As will be explained in
detail below, these motions can be separated into six
components of
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motion in a spatial cartesian coordinate system, i.e., into
displacements and rotations around all three major axes.
In a preferred exemplary embodiment, the carrier system
for the passageway includes a bridge guidance having a bridge
; 5 support mounted on the car frame by a two-axis pivot, the
bridge guidance supporting the bridge part attached to the
car box and guiding telescopically and displaceable in the
longitudinal directlon,a bridge support located at the end
of the portal, the latter being attached to the portal half
~O with a ball joint. This embodiment of the carrier system and
~- the type of disposition and construction of the pivots is
especially advantageous.
` In another preferred embodiment of the invention, there
is provided a cover which includes two cover plates at each
.5 end of the vehicle, one of the cover plates being pivoted at
the car box around a transverse and a longitudinal axis and
the other being pivoted at the central part of the portal
about a transverse and vertical axls. This covering results
not only in an attractive appearance of the interior space of
'O the passageway but also provides an additional feeling of
security for the occupants. Finally, the covering hides the
rubber membrane and thus protects it against deliberate damage.
The cover plates are preferably provided as partially overlapping
plates guided by a telescopic guidance, one end of which is
~5 mounted at the carriage box and the other at the central portal.
The two plates are preferably so embodied that they result in
a gap-free covering, Finally these plates can also be so formed
as to cover a region above the telescopic yuidance so that the
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latter may serve for supporting the sealing membrane.
In a preferred embodiment of the invention, in which
a per se known lower releasable coupler rod is provided,
which is attached to the car box with a ball joint and with
longitudinal elasticity, the coupler rods guide the associated
portal half in the longitudinal and transverse directions by
means of a pivot. The coupler part of the one car box may be
risid y or fully releasably connected to an appropriate coupler
member of the other car box. This guidance which can be fully
`~ 10 separate from any support function serves to maintain a single
defined position of the passageway even during transverse
accelerations when the passageway is substantially supported
on the carrier arms.
In order to relieve the car coupler from carrylng the
load of the passageway, and to permit suspending the portal
halves on the carrier arms, a preferred embodiment provldes th~t
the two guiding arms have a path-limiting stop located at their
common joint whose effect is to cause both guiding arms to
constitute a rigid suspension beam which is itself supported
by the two slides. In this way,the lo~d-is distributed in
approximately equal parts on the two pivotal arms of both
carriage boxes.
In order to permit a transfer of the entire weight of
the passageway to one of the two car boxes in case the other
~5 of the two boxes experiences a failure of the pneumatic sus-
pension, it is possible to mount path-limiting stops between
the guiding arms and t~e slide. The ef~ect of these stops is
to cause the weight of the passayeway to be assumed in such a
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case by the carriage box whose suspension is in-tact.
Preferably, each of the portal halves include a
- -- compression spring mounted between the carriage box and the
- carrier ;,~-m and acting in the longitudinal direction of the
, 5 vehicle away from the carriage box, the result of which is
. .
- - that when uncoupled, the corresponding port,l half is pushed
. . .
outwardly whereas,in the coupled condition, the two joined
- -- portal halves are held approximately in the middle between
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the two ends of the carriases.
~10 In similar manner as in the ceiling region, a preferred
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exemplary embodiment of the invention provides internal shields
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at the sides of the passageway which cover the rubber membrane.
These shields are mounted movably at the lateral box portal
columns and pivot about the vertical axis.
The above and other objects and advantages of the invention
will be apparent from the following description of exemplary
embodiments, reference being made to the accompanving drawings.
DESCRIPTION OF THE DRAWING
-
Fig. 1 is a side view of two vehicles including a
passageway according to the inventioni
Fig. 2 is a schematic cross section through a passageway
according to Fig. 1 with passengers in the passageway between
two carriages of a moving train;
Fig. 3 is a schematic longitudinal section designating
~5 the principal constructional groups;
Fig. 4 is an illustration of five possibilties for
constructing a passageway, analogous to that of Fig. 1, in
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schematic representation;
Fig. 5 illustrates possibilities for combining the
cases of Fig. ~ and including a symbolic indication of
possibilities of motion;
Fig. 6 is a set of schematic representations of the
~our possible combinations according to Fig. 5 in a side
view and a top view;
Fig. 7 is a schematic diagram in symbolic representation
of a closed passageway bridge, illustrated as a mobility plan;
.~ Fig. 8 is a top view of the passageway bridge with
- sectionally represen~ed side membranes;
Fig. 9 is a longitudinal section through the passageway
bridge;
Fig. 10 is a top view of the covering of the passageway
~5 with sectionally shown lateral membranes;
Fig. 11 is a longitudinal section through the upper
guidance mechanism and the covering for the passageway; and
Fig. 12 represents different cases for using the passage-
way in schematic representations.
.0 DESCRIPTION OF T~IE PR~FERRED EMBODIME~TS
PR~LIMINARY CONSID:~;RATIONS
The six possible components of motion which the two
coupled vehicle boxes may execu-te with respect to one another
:. . g _
.
are shown in Table I.
T~ble I
Motion S~l _
__ _ _ _
Displacement parallel to longitudinal axis along x x
Displacement parallel to transverse axis along y
Displacement parallel to vertical axis along z z
Rotation about longitudinal axis akout x u (Roll)
Rotation akout transverse axis about y v (Pitch)
Rotation akout vertical axis about z z (Yaw)
When different constructions of the passageway are
compared with one another, a characteristic role is played by
the central transverse plane (CTP) both with respect to the
types of constructional elements which lie in that plane or
are adjacent thereto as with respect to its relative motion
with respect to the two vehicles. Depending on the construction,
the following elements are contained in the CTP:
A continuous folded diaphragm;
A non-separable central portal as an intermediate
member between two diaphragms;
The separation plane of a central portal which
consists of two separable halves;
The symmetry plane of a non-separable rigid tunnel
tube;
The separation plane of a separable tunnel tube which
is rigid when coupled.
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The various possibilities of mo-tion of the CTP with
respect to the vehicle box motions in and about the Y and
Z axes are shown in Table I.
Fig. 1 of the drawing is a purely schematical repre-
sentation of two vehicle boxes 1 and 2 belonging respectively
to two railway cars 3 and 4 in a side view. The ends of
the carriages 3 and 4 are provided respectively with vehicle
couplers 6 and 7. The end faces 12 and 16 of the vehicle
boxes 1 and 2 are provided with passageway bridges 9 and 10
which permit the walking passage of persons from one railway
car to the other, as illustrated in the cross section of a
passageway 9, 10, shown in Fig. 2. The separation plane 14,
to which attaches a great significance, is designated with
the letters CTP in Fig. 1. Illustrated in Fig. 2 are two
persons in the process of walking across a bridge plate 18
in the passagewa~ 9. It will be seen that the persons are
completely protected against external influences.
Illustrated in Figs. 1 and 2 are the three orthogonal
axes X, Y, Z of a cartesian coordinate system to which further
references will be made.
In the entire consideration for the purpose of conceptualizing
optimum transfer or passageways in railway cars it is to be
remembered that these bridges serve as passages and as shelter
for railway passengers although they may execute continuous
~5 motion corresponding to the relative motion of the xailway
cars during the trip. Such passageways must also insure the
protection of the passengers against external influences and
furthermore protect the passageway itself against external and
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also internal detrimental effects of all kinds. In this
general sense, one may distinguish between a number of functions
serving the mobility of the passageway and a group of functions
serving for protection. The problem is a typical "man-machine
problem". The various steps which are taken to lead from the
description of the problem to its solution are illustrated in
the attached flow diagram.
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Fig. 3 is a schematic representation of a longitudinal
schematic cross section through a passageway between two cars
with the sides removed and includes the following cons-tructional
groups:
A. The vehicle coupler
B. An elastic bellows
C. A passageway bridge
D. A passenger region, lateral covering and linkages
E. An upper covering
F. An upper guidance system
Fig. 4 is-~a set of diagrams illustrating the possibilities
for pivotal motion oE the passageway bridge between two vehicle
boxes. The vehicle box 2 is pivoted relative to the box l or
is moved parallel thereto. In each case,the terminal position
lS of the CTP is shown. The individual illus~rations 4a-4e may
be regarded as side elevational views or as top views.
Fig. 4a illustrates a single pivot connection (see also
Fig. 5a). This illustration relates only to a pivoting but
not to a parallel displacement of the two vehicle boxes.
Accordingly, this connection is not usable for two coupled
individual vehicles although it may be used for two vehicle
boxes which are supported on a common so-called Jakobs rotary
truck. This manner of pivoting is not considered for the
solution of the present problem.
~5 The illustrations 4b and 4c show a connection between
two pivots in which the CTP substantially follows the motion
o;f one of the coupler rods 5. During a parallel displacement
of the two vehi~les boxes l and 2, the CTP is turned about an
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;
~..s~
angle ~J and during a pivoting of the boxes about the angle
it is pivoted by an angle G~/2.
The illustra~ion 4d re~resents a parallel guidance in
which a parallel displacement of the two vehicle boxes also
; results in a malntenance of the CTP in a parallel position.
This combination permits pivoting only if the parallel linkage
contains longitudinally displaceable members, such as are
illustrated schematically in Fig. 4e.
Fig. 5 is a schematic diagram in which the connecting
LO lines represent the cases 5a-5e which correspond to the
possibilities illustrated in Fig. 4 and which are shown as
viewed with respect to a top view (GR) and a side view (AR).
These motions are suitably characterized by the mobility
symbols: yz; yz, y; z. These and other symbols which are used
below are combined in Table III.
~42~7~
able III
The pivot lin~age network is shown in a side view. The
four main symbols are
~ = rigid links ~ = elastic links
S O = pivots (joints) ~ = two links can be
coupled rigidly or
completely separated
.. . .
The mobility symbols in a joint symbol have the meaning:
~ rotatable about ~ rZ axis; vertical axis in ~plane of
~ y axis; transverse to ~drawing
~ displaceable in J x axis; longitudinal axis in
The n~nber of mobility symbols yields the types of joints:
pivotal, transmits rotation about the two
other axes
~ U two-axis pivot (universal joint) transmits ~ pivots
rotation about third axis
U ~ ~ three axis pivot, transmits no torques
linear freedom of motion, straight line
guidance, transmits forces in two other
~0 directions
'~ area freedom of motion, transmits forces ~ sliding
in third direction, r joints
~ ~ D spatial freedom or motion, transmits no J
~ translation forces
~ .~
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Fig. 6 is a set of diagrams illustra-ting four combined
possibilities of motion of the CTP as between the bo~es l, 2
of two cars 3, 4 and these are shown in a side view A and a
top vlew s, in each case under the occurrence of a parallel
displacement of the two boxes l and 2. These cases which are
designated 6b-6e are the possibilities which are discussed
critically below.
The cases 5a and 5b permit the utilization of a "rigid
tube"but are not very suit~ble for large vertical displacem.ent
(a large path of the portal up or down). The case 5c is not
very well suited for large lateral motions (large lateral
displacements of the bridge). The case 5d combines the dis-
advantages of the cases 5b and 5c and is thus uninteresting.
The case 5e seems best suited for large relative motions of
the vehicle boxes l, 2 in the vertical and horizontal directions.
When the problem of supporting the vertical forces is
considered, the most important consideration must be given
to the transmission of the vertical weight and shock forces.
Of course, constructive steps must be taken to accept also
the longitudinal and transverse forces as well as all turning
moments, all of these being of predominantly dynamic type.
However, special attention must be paid to the vertical forces~
.~ The essential conditions and possibilities relative to
. .
the vertical support of the passageway are summarized in
Table IV and Fig. 6. These two illustrations have an identical
. subdivision although in one case the fields carry written text
~hereas in the other case they are provided with the associated
sketch.
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Particular attention should be paid to the variables:
Coupled-uncoupled,
With or without load,
Support by the coupler or no such support,
~ormal operation or suspension breakage.~
The superiority of the cases 5e or 6e may be demonstrated
in construction because, especially for large motions and
dimensions of the passageway, and for relatively limited spatial
conditions for the mechanical parts and their motions,as well
as for the normally occurring ratios of the installed masses
and the relative motions, this case requires the least construc-
tional space. In the CTP, the passageway occurs as approximately
a rectangle in vertical configuration, so that,when large lateral
displacements occur, the CTP may easily rotate about the vertical
lS axis. During extreme vertical displacements, it is possible
for reasons of SpaC2 to ac~ept displaccr,cnts ol he ~~r in
the z axis but not a rotation about the y axis. This results
in priority for the cases 5e and 6e in the application discussed
here.
The limitation to the case 5e in which the CTP has the
motion represented by z, the following solutions are eliminated:
All one-point pivots according to case 5a;
`~ All passageways according to case 5b,especially the
previous solutions TEE and E~III and the solution proposed in
U. S. Patent 417,567;
All solutions according to case 5c,especially that according
to Swiss Patent 424 852 and German Patent 690 101
The case 5d which has low probability.
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A solution which probably comes closest to the present
one is illustrated in U. S. Patent 2,826,998. ~Iowever, this
solution illustrates a system of pivots and links ~hich cannot
satisfy the modern requirements with respect to an exact and
unambiguous motional guidance as well as an ability to adapt
to relatively large mo-tions, large passageway cross sections
and automatic coupling. Furthermore, this solution is based
on constructional elements such as,for example, diaphragms,
bellows and lear springs which do not correspond in any way
to present day requirements with respect to freedom from
maintenance, insulation from heat and sound, as well as low
noise generation.
The schematic draftsman's representation of Fig. 7 has
been used to represent a pivotal linkage network or a mobility
~5 plan. This plan includes rectangular bands which represent
rigid elements, bands with rounded ends which represcnt elastic
members and circles which represent pivots. Furthermore, the
pivotal symbols are provided with the symbol representiny
the possibilities of motion with respect to the six components
` 20 of motion in space. This symbolic representation is advantageous
because the individual freedoms of motion, and especially their
cooperation is only difficult to ascertain from the represen-
` tation of pictorial elements and also becausè in this instance
it is not important what the e~act construction of the individual
~5 constructional elements (pivots and links) is and these may
possibly be assumed to be known. It is rather the object of
the mobility plan to represent the disposition of the links
,~ and the choice of the pivotal motion accordiny to the invention
.
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in the clearest and most synoptic fashion.
Exemplary embodiments of construction of passageways
between vehicle boxes will be described below.
Fig. 7 is a schematic representation of a basic embodiment
of the passageway bridge according to the present invention
whereas Figs. 8-11 show a corresponding embodiment in side
views and longitudinal sections. In Fig. 7, all the pivots
are provided with the mobility s,vmbols according to Table III
but only the most important reference symbols are included for
the purpose of clarity. In order to simplify the connections,
Figs. 7-11 are described together and attention should also
be paid to Figs. 1-3.
Disposed between two couplable vehicle boxes 1 and 2
belonging to two cars 3, 4 which can be coupled or uncoupled
by a vehicle coupler 6 and 7, are two closed and also separable
passageway systems 9, 10. The disposition and function of
the elements beginning with the end face 12 of the box 1 up
to the separation plane 14 is exactly symmetrical with respect
to that of the other box 2 up to the separation plane 14.
Accordingly, only the left half of Figs. 7-11 will be considered
below. The movable passage walkway system 9 has a hridge
plate 18 which is pivotably attached in the manner of a hinge
at one threshold 20 of the end face opening of the vehicle
box where it pivots about a transverse axis 23. Rotatably
disposed about a transverse axis 26 are bridge members 25
attached to a threshold 21 of a portal half 24 and the bridge
members 25 glidingly lie on the bridge plate 18 attached to
the car box. The bridge members 25 consist of individual
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adjacent elements 50-54 which are capable of close adhesion
even when the bridge plate 18 on the box side undergoes
rotations about the longitudinal axis. Disposed below the
passage walkway 18, 25 is a support and guidance system.
This system consists of a bridge support 29 attached to the
box 1 by means of a two-axis pivot and whose purpose it is
to support and guide the bridge plate 18 attached to the car
box as well as to be connected to a bridge support attached
to the portal by means of a longitudinally displaceable tele-
scope mechanism. The bridge support 30 attached to the portalis connected to the portal half 24 by means of a two-axis
(cardan~ pivot 31.
The portal halves 24 are held in the central
position between the two box end faces 12, 16 with respect to
lS distance and angular postion. In known manner, the passage-
way can be sealed by a completely closed surrounding rubber
membrane 42. Lateral cover plates 44 may be attached so as
to provide lateral shielding between the rubber membrane 42
and the passenger space 43 (Fig. 2). The lateral cover plates
44 may, for example, be pivotably attached to the box 1 by a
~,~ hinge 46 extending in the vertical direction and may be
~: glidingly supported on the central portion of the ~ortal half
24. Spring tension rods 28 are also illustrated.
The passenger space 43 may also be covered at the
top by means of a movable covering. This can consist of
horizontal foils 66, 67, 68 which are mutually displaceable
in the longitudinal direction in the manner of a telescope
(parts 75 and 76) and which are supported pivotably at the
box 1 or the portal half 24. The type of this and all other
pivots chosen for
:
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the exemplary embodiment is apparent from the mobili-ty plan
(Fig 7)
The carriages 3, 4 may be coupled by manual or auto-
matic vehicle couplers 6, 7. The weight of the passageway
S when the cars are coupled is normally supported by the upper
guidance including elements 57-64, however, if the vehicle
--. coupler 6, 7 is suitably constructed, the latter may support
the passageway partially or completely.
The upper portal guidance, shown enlarged in Fig. ll,
consists of a mechanical pivotal linkage between the carriage
box and the ass~iated portal half. A pivotal arm 58 which
pivots about the vertical axis 57 is attached to the vehicle
box l. The pivotal arm S8 carries a slide 59 which is guided
in the longitudinal direction. Rotatably attached to the slide
lS 59 about a transverse axis 61 is a single or double support
'~ arm 60 which is pivotably and separably attached to the upper
~ end of the portal half 24 at a joint 63.
The slide 59 is urged outwardly by a system of springs
64 so that,when the cars are uncoupled, the portal halves 24
assume their outermost position whereas, when coupled, the
two joined portal halves 24 are held approximately in the
middle between the two carriages 3, 4.
Further provided between the support arm 60 and the
slide 59 are path-limiting stops 62 which limit the extent of
25 the downward motion of the portal halves 24.
Depending on whether the vehicle couplers 6, 7 (Fig. 9)
can be loaded wlth the weight of the passageway or not, two
variants of construction result. In the first case, the upper
.`
- 22 -
3~
. .
guidance will be loaded with the weight of the passac3eway
only under special conditions, namely when extreme differences
occur in the vertical position of the two boxes 1 and 2. Normally
however, the passageway is supported by the vehicle coupler 6,7.
However, if the vehicle coupler 6, 7 cannot be loaded down with
the weight of the passageway, the upper guidance system must
support the weight of the passageway. In that case, there is
provided a further stop 78 which limits the relative motion
of the two support arms 60. As a result, the two support arms
60 form a rigid support yoke whose two ends are suspended from
the two slides 58 and the center of which is loaded with the
weic3ht of the passageway.
The associated pivota] linkage chain may be gleaned from
Fig. 7. The walkway bridge, which is seen in detail in Figs.
8 and 9, is disposed between 'ne vehicle boxes 1 or 2 and th2
associated respective portal half 24 aL the height of the floor
o~ the carriage 3 or 4. On the side of the carriage box, the
approximately half-rounded plate 18 is pivotably attached to
the transverse axis 23. The counter plate 25 is pivotably
attached to the transverse axis 26 at the portal half 24 and
is glidingly supported on the plate 18 attached to the car box.
One of the two plates, in this case the plate 25, is subdivided
into individually movable strips 50-54 so as to permit improved
adaptation to motions in use. Disposed underneath the bridge
plates 18, 25 is a telescopic carrier assembly 29, 30 connected '
between tlle carriage box 1 and the portal 24 and this assembly
assumes the support function. In the exemplary embodiment shown,
the bridge support 29 is a telescopic tube attached by a -two-
axis pivot 23, 31 beneath the bridge plate ]~, on the car side.
- 23 -
37;~
The cooperating telescopic rod 30 which is guided by the
telescopic tube 29 is attached below the pivot of the bridge
plate 25 at the portal side to rotate about a transverse axis 31.
The bridge plate 18 is glidingly supported on the telescopic
tube 29.
- 2~ -
37~
.
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difference, e.g. operation installation ~ ~ /
suspension breakage or de] ivery
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, .
The upper interior covering of a passa~eway between
two railway vehicles which may be separated in a central
transverse plane 14 and which is completely surrounaed by,
for example, a rubber membrane 42 is illustrated in Figs. lO
and 11. The covering is composed of cover plates or foils
66, 67 and 68. One of the end plates 66 is attached to the
central portal ~4 of the passageway and pivots about the
vertical axis of the joint 73 and about the transverse axis
of the pivot 72. The other end plate 68 is attached by means
of a two-axis joint 71 to the vehicle or the vehicle box 1.
The partially Qverlapping plates 66 and 68 can be augmented
as is clearly shown in Figs. 10 and 11 by segment plates 67
for the purpose of completing the covering wherein the segment
plates are pivotable about the vertical axis 79 at one or the
other of the end plates 66 or 68. The entire assembly of plates
is guided by a telescopic guidance 75 and 76 where, in the case
shown, the pislon part 75 of the telescope is attached to the
carriage and the cylinder part 76 is attached to the passageway.
Advantageously, the segmen-t plates 67 are so guided by
means of compression springs 69 and stops 70 that, when the
end plates 66 and 68 are widely separated, the segment plates
cover the lateral gaps between them whereas, when the plates
66 and 68 are close together, the segment plates 67 are pushed
between them. This construction prevents an uncontrolled to
and fro motion under the influence of acceleratinc~ forces.
~s shown in Fig. 11, the end plate 66 is pocket-shaped
and its lower surface,as e~plained, serves as the end plate
66 whereas the upper surface 74 supports the rubber membralle 42.
- 26 -
37~
. . .
The following remarks may be made with respect to the
function of the motion-limiting stops 62 and 7~ of the support
arm 60.
Fig. 12 is a set of schematic illustrations distributed
over four rows a, b, c, d and three columns A, B, C in which
. various cases of the use of the passageways are shown. The
: rows a and b illustrate a passageway which is normally supported~, - by the vehicle couplers 6, 7 but is always guided thereby.
The rows c and d illustrate a passageway which is guided by
the couplers 6 and 7 only in the horizontal direction but is
not supported thereby. In rows a, c, the passageway is shown
unoccupied whereas in rows b, c, it is shown loaded by the
presence of passengers.
Column A illustrates the vehicles in the coupled state
and in normal operation, colu~n B illustrates the vehicles in
the coupled state but with an extreme vertical distance between
thc two carriage bo~es.l ~nd 2 and column C shows one of the
vehicles uncoupled and thus unloaded. .
The illustrations of Fig. 12 show the function of the
upper motion limiting stops at both the box side and the portal
side. In the drawing, those elemen-ts such as support arms,
spring tension rods or vehicle couplers which carr~ the load
are shown shaded.
The stop at the portal side which causes the upper support
a:cms to be joined into a single continuous beam, becomes operative
in the iilustrated cases Ac and Ad in Fig. 12, whereas the stops
at the carriage box come into play in the case Ba, Bb, Bc, Bd
and Cc.
- 27 -
. ............ ~
