Vehicle connection

Abstract

A car connection section for connecting rail cars to each other, comprising a pair of wall sections, a floor section, and a roof section, the wall sections, floor section, and roof section forming a passageway having a first end with an opening forming an attachable interface for attaching the car connection section to the rail car, and an opposite end forming the connectable interface, the walls are configured to have variable longitudinal lengths, the walls, floor section, and roof section are arranged to be retracted into the attachable interface so that the walls close the opening, defining a closed position of the car connection section, and to extend from the attachable interface, defining the passageway, defining an open position of the car connection section, the walls being generally parallel to the axial direction of the cars in a first position, forming the passageway, and generally perpendicular to the axial direction of the cars in a second position, closing the opening.

Description

[Technical Field]

[0001] The present invention relates to a vehicle connection. [Background technology]

[0002] Corridor (or gangway) connections, which allow the movement of people and goods between adjacent rail cars of a moving train, have remained largely unchanged in design for many years. Typically, a "concertina" arrangement of stretchable fabric covers is supported by a mechanical arrangement that allows relative movement between the cars, or a series of rigid sections can slide relative to one another to achieve a similar effect. While there have been improvements over the years, in one example, the introduction of highly stretchable materials that can partially maintain positional stability under a wide range of conditions, and in another example, the use of two covers, one fitted within the other, these arrangements generally remain roughly the same as those used in the last quarter of the 19th century. Summary of the Invention [Problem to be solved by the invention]

[0003] Problems with the design of these corridor connections include noise caused by rattles and scrapes between the integral parts of the connection that move against each other, poor sound insulation from noise originating from outside the corridor, poor insulation and drafts in the connection that reduce comfort levels, and energy waste due to inefficient use of heating and air conditioning systems.

[0004] A further challenge for high-speed trains using these connectors is the aerodynamic drag introduced by the connectors, which are typically much narrower than the vehicle envelope. This creates a large discontinuity in the train's overall cross-section, generating turbulence and making train propulsion more difficult. At relatively moderate speeds, the effect of a single connector is not significant, but trains typically have many connectors. As a result, once the train's speed stabilizes after acceleration, overcoming aerodynamic drag becomes the primary energy loss, which, combined with the drag effects induced by the connectors, leads to an increase in the train's overall energy consumption for traction and / or a decrease in achievable speed.

[0005] Furthermore, corridor connections that form part of a train that is later separated and is still used to connect with other trains can be problematic. This is often seen in multi-unit trains where sections are combined on busy lines and parts are separated to allow access to different areas or taken out of service when low capacity is sufficient. The optimal requirements for corridor connections vary depending on whether the connection is coupled or not. When the connection is not in use, i.e., detached from another railcar, a sharper profile is preferred at the front and rear of the train to reduce aerodynamic drag. Also, when located at the end of a train, reducing the width of the corridor connection is beneficial to reduce the proportion of the driver's view obstructed by the connection. Furthermore, the connection needs to be reasonably robust for crash safety reasons and securely closed for the safety of the passengers inside.

[0006] The present invention is directed to overcoming, or at least alleviating, one or more of the problems set forth above. [Means for solving the problem]

[0007] In a first aspect of the present invention, there is provided a vehicle connection section for connecting railway vehicles to each other, the vehicle connection section comprising: a pair of wall sections, a floor section, and a roof section, the wall sections, the floor section, and the roof section each having an opening at a first end section that forms an attachable interface for attaching the vehicle connection section to a railway vehicle; For connecting to other vehicle connectionsand opposite ends forming a connectable interface, said walls defining said passages. The railway vehicle Longitudinal direction in The wall portion, the floor portion and the roof portion are configured to be variable in length, and the wall portion closes the opening. railway vehicles to Towards retracted to define a closed position of the vehicle connection; railway vehicles and extending from the vehicle connecting portion to define the passage and define an open position of the vehicle connecting portion, the vehicle connecting portion being movable between the open position and the closed position. In the closed position, the car connection has a convex cross section so that the car connection experiences relatively low aerodynamic resistance when the car connection is at the end of a train. A vehicle connection is provided.

[0008] The car connector of the present invention has several advantages over conventional car connectors. The car connector can be retrofitted and removably attached to cars on a rail network that requires conventional car connectors, from high-speed passenger trains that run on straight main lines to parcel vans that must negotiate tight curves in narrow stations and sidings. Therefore, the car connector can replace conventional car connectors for connecting rail cars to each other.

[0009] The shape of the car connector has relatively good aerodynamics for relatively low energy consumption when coupled to a train or at the front or rear end of a train, i.e., in both the open and closed positions, respectively, and also provides the train driver with a less obstructed view when the car connector is closed and attached to the end of the cab.

[0010] The vehicle joint of the present invention provides relatively improved heat and sound insulation, as well as the ability to accommodate sharp curves in a complete vehicle joint, i.e., the first and second vehicle joints connected to each other, for universal application covering all railway routes, for both passenger and freight vehicles as needed. Furthermore, the configuration of the vehicle joint, such as the telescopic change of the longitudinal length of the members, allows for a wide range of inter-vehicle coupling distances and enables the use of both conventional couplers and retractable couplers with different vehicle arrangement methods.

[0011] The underside of the on-board coupling portion, such as the floor, is shaped to accommodate a retractable coupler that is typically attached to the underside of a railcar. In this way, a pair of railcars having both a retractable coupler and a car coupling portion (in accordance with the present invention) can be coupled to one another via both the car coupling portion and the retractable coupler. In other words, the car coupling portion is positioned so as not to interfere with the operation of the retractable coupler. In some cases, the car coupling portion can be positioned to operate in conjunction with the retractable coupler so that a pair of railcars couple first via the retractable coupler and then via the car coupling portion, with this order being reversed when the railcars decouple from one another.

[0012] Preferably, the roof section is configured to be retracted within the rail car in the closed position and to be extended from within the rail car to form the passageway in the open position. In this way, the car connection section is stowed when not in use, i.e. does not form a complete car connection to connect the first and second rail cars to each other, resulting in relatively good aerodynamics for relatively low energy consumption and providing a less obstructed view to the train driver.

[0013] Preferably, the floor and roof are The aforementioned Longitudinal direction of The length of the wall The aforementioned Longitudinal direction of The length of the passage can be varied. The aforementioned Longitudinal direction of In this way, a variable coupling distance between the two vehicle connectors is achieved and the complete vehicle connector can be swiveled to accommodate curves in the track.

[0014] Preferably, each of the wall portions has at least a first section slidably mounted relative to a second section, and one of the sections slides relative to the other of the wall portions. The aforementioned Longitudinal direction ofIn this way, when the wall sections are telescopically retracted, they take up a relatively small amount of space, resulting in a relatively efficient design overall.

[0015] Preferably, the section has a front end. Chief Secretary In this way, the wall maintains a desired longitudinal shape.

[0016] Preferably, movement of the vehicle connection between the open and closed positions is controlled by an actuation means.

[0017] Preferably, the mountable interface is pivotal and in the open position the wall, floor and roof, i.e. the passageway, are in a plane parallel to the floor. railway vehicles In this way, the wall, floor and roof are arranged to pivot relative to railway vehicles This allows the complete vehicle connection to turn on the railroad track to accommodate curves.

[0018] Preferably, the wall, floor and roof portions have attachable ends which form part of the attachable interface and distal ends which form part of the connectable interface.

[0019] Preferably, the wall portion comprises: The longitudinal From a first position roughly parallel to the direction The longitudinal a wall portion configured to pivot to a second position generally perpendicular to the direction of travel, wherein a distal end of the wall portion is generally flush with the attachable interface to close the opening in the second position and defines a portion of the passageway in the first position, the wall portion being movable between the first and second positions. In this manner, the wall portion can function as a wall to enclose the connected rail cars in the closed position and to prevent passengers in the car connection from falling out of the car connection in the open position.

[0020] Preferably, the floor and roof are configured so as not to impede the wall during movement between the first and second positions, thus allowing the wall to move freely between the open and closed positions.

[0021] Preferably, the actuation means is arranged to control and / or synchronise the movement of the wall portion between the first and second positions, thereby controlling the movement of the vehicle connection portion between the open and closed positions. In this way, the period between opening and closing the vehicle connection portion, and therefore connecting and disconnecting the complete vehicle connection, is optimised, i.e. the time required to perform these actions is reduced.

[0022] Preferably, each of the walls has an inner surface facing the passage and an outer surface opposite thereto, and further includes a flat outer member having an attachable end forming part of the attachable interface and a distal end connected to the outer surface of the wall via a hinge portion, and a first gap is defined by a space between the wall, the outer member and the hinge portion, and the outer member is railway vehicles In this way, the wall sections are more securely pivoted when connected in the open position and seal the end of the rail car to provide a more secure "door" in the closed position.

[0023] Preferably, In top view, The aforementioned A first crank connected to the wall portion and a line perpendicular to the longitudinal direction and the first angle defined between a second crank connected to the line and the outer member; and the second angle defined between them is arranged to be controlled in conjunction with each other via the connecting means. In this way, the movement pattern of the wall portion, i.e., the pivoting movement between the open position and the closed position, can be better controlled.

[0024] Preferably, the connecting means connects the movement of the wall and outer member so that the first angle and second angle can be controlled in conjunction.

[0025] Preferably, the air pressure in the first cavity is variable so as to vary the stiffness of the wall, outer member and hinge portion.

[0026] Preferably, the distal end of the wall has a connectable structure on its outer surface forming part of the connectable interface and having a second gap, the air pressure in the second gap being variable to vary the stiffness of the connectable structure, In this way, the first and second gaps can be pressurized to provide the desired stability and stiffness of the vehicle connection while maintaining sufficient flexibility to accommodate various vehicle movements.

[0027] Preferably, a third gap is defined between the first gap and the second gap, and the air pressure in the third gap is either constant and exposed to ambient air pressure, or variable, so that the device can accommodate sudden changes in the shape of the vehicle connection.

[0028] Preferably, in use, in the closed position, the coupling means is adapted to allow the vehicle connection to move in a direction perpendicular to the axis of the vehicle to facilitate reduction of aerodynamic drag of the vehicle connection. Convex The first and second angles are maintained so as to have a cross section of the shape.

[0029] Preferably, the floor section is arranged to be mechanically coupled to a coupler of a rail car, and the floor section follows the movement of the coupler when the car connection section is in the closed position. In this way, the floor sections of two adjacent rail cars (which are separated from each other when the car connection section is closed) can follow the curved movement of the corresponding coupled rail cars and avoid colliding with each other.

[0030] Preferably, the floor sections are arranged to be mechanically decoupled from the rail car coupler when the car connection is open, in this way the floor sections of two fully coupled rail cars and the complete car connection can move independently of the coupler movement required by the vehicle design and dynamics and do not interfere with each other.

[0031] Preferably, the connectable interfaces of each of the vehicle connections are arranged to connect with each other to connect the passageway and thus the vehicle connections to form an elongated passageway and thus an elongated vehicle connection. In this way, first and second vehicle connections can be connected with each other to connect first and second rail cars to each other to form a passageway therebetween.

[0032] Preferably, the walls, roof and floor of each of the vehicle junctions are interconnected to form an interconnected roof and floor and first and second interconnecting walls, such that the first and second vehicle junctions are interconnected to connect the first and second rail cars to each other to form a passageway therebetween.

[0033] Preferably, when the floor and roof sections are interconnected, retraction and extension of the roof and floor sections is restricted, in this way the interconnected floor and roof sections are maintained during use.

[0034] Preferably, in use, the extended car connection portion connects the ends of the first and second rail cars to one another and is in a neutral configuration when the ends of the rail cars are parallel to one another and in a pivoted configuration when the ends of the rail cars are non-parallel to one another, and during the neutral configuration, The pair Wall The aforementioned Longitudinal direction of The lengths are the same, and during the pivoting arrangement, The pair Wall The aforementioned Longitudinal direction of The lengths are arranged to change in opposite directions, and the elongated passages The aforementioned Longitudinal direction of The length remains constant. In this way, the complete car connection can turn to accommodate curves on the railroad track when the complete car connection is in use.

[0035] Preferably, the wall, floor and roof sections are configured to accommodate height changes of the first and second railway cars when forming the extended car connection section. Vertical movement is possible are. [Brief explanation of the drawings]

[0036] Embodiments of the present invention will now be described, by way of example only, with reference to the drawings, in which: [Figure 1] FIG. 2 is a perspective view showing the concept of a vehicle connection portion. [Figure 2] FIG. 3 is a schematic plan view showing a part of the vehicle connection portion. [Figure 3] 5a-f are schematic plan views showing the movement of the wall from the open position to the closed position; [Figure 4] Schematic diagram showing the movement of the wall and the corresponding movement and angle of the pivoting means control mechanism. [Figure 5] FIG. 10 is a side view showing the extendable arrangement of the wall portion. [Figure 6] A and B are perspective views showing the extension of the wall portion. [Figure 7] Schematic cross-section of a wall section. [Figure 8] 10 is a schematic plan view showing the movement of the wall portion from an open position to a closed position and the pivoting of the vehicle connection portion; FIG. [Figure 9] FIG. 2 is a schematic plan view of a wall actuation means. [Figure 10] Schematic plan view of the upper ceiling panel. [Figure 11] Schematic plan view of the lower ceiling panel. [Figure 12] Schematic plan view of the roof cover and turret. [Figure 13] FIG. [Figure 14] Schematic cross-sectional view of the front part of the roof. [Figure 15] FIG. [Figure 16] Schematic cross-sectional view passing through the center of the floor portion. [Figure 17] 10a and 10b are schematic cross-sectional views of the side of the floor showing the roller arrangement. [Figure 18] FIG. [Figure 19] FIG. [Figure 20] FIG. 2 is a perspective view showing the front of the closed vehicle connection. [Figure 21] FIG. 1 is a perspective view showing the front of the open vehicle connection in the retracted position. [Figure 22] FIG. 2 is a perspective view showing the front of the open vehicle connection in an extended position. [Figure 23] 10 is a schematic plan view showing the first and second railcars with the first and second car connection portions coupled or uncoupled. FIG. [Figure 24] FIG. DETAILED DESCRIPTION OF THE INVENTION

[0037] An embodiment of the present invention, described below, is typically used to provide an interface for the engagement and connection of rail cars, providing a particularly reliable and safe passage between the cars. Conventional car connections are typically attached to the ends of rail cars to connect the cars to one another. These are in the form of a single car connection connecting two rail cars to one another, or two separate car connections connecting two rail cars to one another via a connection between the two car connections. In the latter case, they may be integrally attached as part of the rail cars. The end of each rail car typically has an opening, or "door," sized to allow passengers within the two rail cars connected via the car connection to enter the car connection and pass between the rail cars. Car connection 2 is intended to replace these conventional car connections, with first and second car connections 2 connected to the first and second rail cars connecting the rail cars to one another via the connection between the first and second car connections 2.

[0038] FIG. 1 shows the basic structure of the car connection section 2, which includes a pair of walls 4a, 4b, a floor section 6, a roof section 8, and a pivoting means 9. Generally, the members 4a, 4b, 6, and 8 are arranged to form a chamber 12 that is attached to the end of the railcar 3. The chamber 12 has an opening 10 that allows passengers of the railcar 3 to enter and exit the car connection section 2. The chamber 12 is arranged to pivot relative to the railcar 3, and the pivoting means 9 facilitates this movement. The chamber 12 is foldable so that the opening 10 is blocked, preventing passengers from entering or exiting the railcar 3 through the car connection section 2. The car connection section 2 is movable between a closed position and an open position, with the "open" position when the chamber 12 is formed and the "closed" position when the chamber 12 is folded so that the opening 10 is blocked. Specific structures and implementations of these features will now be described.

[0039] The wall portions 4a, 4b are substantially planar and each have an attachable end 14a and an opposite distal end 16a (both parallel to the vertical axial plane A). The floor portion 6 and roof portion 8 are also substantially planar and each have an attachable end 14b and an opposite distal end 16b (both perpendicular to the vertical axial plane A). Preferably, the attachable ends 14a, 14b of the members 4a, 4b, 6, 8 are arranged to removably attach the members 4a, 4b, 6, 8 to ends of the rail car 3, which will be described in more detail below. In other embodiments, the members 4a, 4b, 6, 8 may be integral with the rail car 3 rather than being removably attached to the rail car 3.

[0040] Members 4a, 4b, 6, 8 are connected to one another to form an elongated chamber 12 having a substantially rectangular or square shape depending on the axial length of members 4a, 4b, 6, 8. The shape of chamber 12 reflects the length and shape of members 4a, 4b, 6, 8. In some cases, each member 4a, 4b, 6, 8 may be shaped differently from one another such that chamber 12 is asymmetric.

[0041] In particular, walls 4a, 4b are parallel to each other and to plane A, and floor 6 and roof 8 are parallel to each other and perpendicular to plane A. Two edges of each member 4a, 4b, 6, 8, i.e., opposite sides other than the attachable end and distal end, meet edges of two other members, typically at a right angle. In this manner, edges of floor 6 and roof 8 meet edges of walls 4a, 4b to form chamber 12. In some cases, edges of members may meet at angles other than a right angle.

[0042] Chamber 12 has a first end including attachable ends 14a, 14b and a second end including distal ends 16a, 16b, both of which have an opening determined by the shape of chamber 12. Opening 10 at the first end of chamber 12 corresponds to a door provided at that end of rail car 3. Members 4a, 4b are generally positioned to be retracted or “pivoted inward” toward rail car 3 to block opening 10 at the first end of chamber 12 and the door of rail car 3 to prevent passengers from entering or exiting the rail car through car connection 2, essentially collapsing chamber 12. Additionally, members 4a, 4b in the retracted or “closed” position described above are positioned to be extended or “pivoted outward” away from rail car 3 such that chamber 12 is formed and opening 10 is no longer blocked, creating a door “opening” that allows passengers to enter and exit car connection 2 and ultimately rail car 3 via car connection 2. As defined above, the vehicle interface 2 is in an open position when the chamber 12 is formed and the opening 10 is not blocked, and is in a closed position when the chamber 12 is collapsed and the opening 10 is blocked. Movement of the vehicle interface 2 between the open and closed positions is described in detail below.

[0043] The extension and retraction movements of the wall portions 4a, 4b will now be described. Figure 2 shows the wall portions 4a, 4b in a cross section similar to cross section B in Figure 1. Each wall portion 4a, 4b operates in the same manner with its corresponding pivoting means 9a, 9b, so the movement of only one of the wall portions and corresponding pivoting means will be described. The wall portion 4a has an inner surface facing the chamber 12, an outer surface, and an attachable end 14a that pivotally attaches the wall portion 4a to the railcar 3 so that the wall portion 4a can pivot about the attachable end 14a. In this case, the wall portion 4a is mounted to be somewhat recessed in the railcar 3 to increase its operating length and reduce the angle through which the car must turn when negotiating a sharp curve. In other embodiments, this may not be the case.

[0044] The pivoting means 9a includes a fixed panel 22 having an attachable end 14c and a distal end 16c. The attachable end 14c pivotally attaches the fixed panel 22 to the rail car 3, and the distal end 16c pivotally attaches the fixed panel 22 to the wall 4a near the distal end 16a via a hinge portion 24. The hinge portion 24 has an outer panel 26 pivotally connected to the fixed panel 22 and an inner panel 20 pivotally connected to the wall 4a, with the outer and inner panels 26, 20 also pivotally connected to each other. In this manner, the wall 4a, hinge portion 24, and fixed panel 22 can move substantially together, with the wall 4a and fixed panel 22 pivoting about their respective attachable ends 14a, 14c, and the outer panel 26 and inner panel 20 pivoting about the fixed panel 22 and wall 4a, respectively, and each other.

[0045] FIG. 3 illustrates the concept of extending and retracting or “swiveling” of the wall portions 4a, 4b, and in particular the retraction or “progressive closing” of the wall portions 4a, 4b from an open position toward the rail car 3. FIGS. 3a-3f sequentially illustrate the movement of the wall portions 4a, 4b and the pivoting means 9a, 9b as their distal ends reach the rail car 3. It can be seen that the wall portions 4a, 4b can be pivoted from a first position generally parallel to the axial direction of the rail car (plane A in FIG. 1 ) to a second position generally perpendicular to the axial direction of the rail car, with the distal ends 16a, 16a of the wall portions 4a, 4b in the second position being generally flush and closing the opening 10. In this way, the opening 10 or door of the rail car 3 can be closed when the car connection 2 is not in use, i.e., not coupled to another rail car providing a passage between the two rail cars.

[0046] Thus, the vehicle connection part 2 is in an open position when the walls 4a, 4b are in a first position (Fig. 3a) and in a closed position when the walls 4a, 4b are in a second position (Fig. 3f), with the walls 4a, 4b being movable between the first and second positions using actuation means which will be described below.

[0047] Walls 4a, 4b act as a physical barrier by, in the open position, providing chamber 12 with a "wall" that prevents passengers from inadvertently falling outside car connection 2, and in the closed position, providing rail car 3 with a "closing door" that closes opening 10 and prevents passengers from inadvertently falling outside rail car 3. In the closed position, the inner surfaces of walls 4a, 4b are presented to passengers inside rail car 2 and form a closing door that forms a seal against heat loss from within rail car 3 and against noise and / or weather entering rail car 3. This seal also contributes to good crash safety of car connection 2.

[0048] Movement of the pivoting means 9a relative to the wall 4a is achieved by using a control mechanism to control the pivot angle of the wall 4a and the fixed panel 22 in unison. Figure 4 shows the control mechanism having first and second cranks connected to each other via a connecting rod. The first crank is connected to the wall 4a and the second crank is connected to the fixed panel 22 so that the movement of the wall 4a and the fixed panel 22 are unison. This control mechanism is performed below the floor 6 using cranks attached to the bottom of each of the members 22, 4a.

[0049] In the open position, the car connection 2 is arranged to pivot about the end of the rail car 3 along plane B in FIG. 1. In particular, the car connection 2 is pivotable about its central longitudinal axis, pivoting either to the left or right of that axis. In the open position, angle A is offset from wall 4a so that the connecting rod points directly at the second crank pivot point. This arrangement ensures that the second crank moves very little in the open position of the car connection 2. When the car connection 2 is in the closed position, angle B is such that the connecting rod firmly holds wall 4a.

[0050] The connecting rod is arranged to change the cross-sectional shape of the car connection 2 as it pivots between the open and closed positions to facilitate reduced aerodynamic drag in both cases, with the open position presenting a wide profile for smooth attachment of adjacent cars to the car connection 2 and the closed position presenting a narrower, more pointed profile when the car is at the end of a train and not coupled to another car. In particular, in the closed position, the connecting rod maintains angles A and B so that the car connection 2 has a substantially triangular or convex cross-section to facilitate reduced aerodynamic drag of the car connection 2 when in use. In other embodiments, shapes other than triangular cross-sections may be used so that the closed car connection 2 experiences relatively low aerodynamic drag on the train when in use.

[0051] Figure 4 shows on the left the position of the wall 4a and on the right the corresponding position of the crank and angles A and B. The first angle A corresponds to the angle between the wall 4a and the line A1, and the second angle B corresponds to the angle between the fixed panel 22 and the line B1.

[0052] For simplicity, Figure 4 shows the cranks as straight arms attached directly to the individual pivot points. In reality, the cranks may have different shapes and be attached to the panels in different locations, as long as the connecting rod attachment points are in the correct angular positions corresponding to angles A and B.

[0053] As can be seen in Figure 5, each wall 4a, 4b includes three telescopically arranged sections 28, 30, 32 such that the longitudinal length L of each wall 4a, 4b is variable. The inner section 28 has an attachable end 14b that is attached to the railway vehicle 3 and is connected via the middle section 30 to an outer section 32 having a distal end 16b. The middle section 30 and the outer section 32 are arranged to extend from and be retracted within the inner section 28. In other words, the middle section 30 is slidably attached to the inner section 28, and the outer section 32 is slidably attached to the middle section 30 such that the sections can slide relative to each other to vary the longitudinal length of the wall.

[0054] In this manner, the longitudinal length of walls 4a, 4b and chamber 12 can vary from a minimum length where the middle and outer sections are fully retracted within the inner section to a maximum length where the middle and outer sections are fully extended from within the inner section. Figure 5 shows the extension of middle section 30 and outer section 32 from a fully retracted position (left side of Figure 5) to a fully extended position (right side of Figure 5).

[0055] The mechanism that allows the telescopic movement of the walls 4a, 4b will be described with reference to Figure 6. The sections 28, 30, and 32 are substantially rectangular and similar in size, as shown on the left side of Figure 6. The inner section 28 has a cavity for receiving the middle section 30 and the outer section 32. The middle section 30 is slidably mounted relative to the inner section 28 via a guide rail and roller arrangement so that it can slide freely within the cavity of the inner section 28. The outer section 32 is slidably mounted relative to the middle section 30 by a similar arrangement. The guide rail and roller arrangement limits axial movement of the middle section 30 and the outer section 32, ensuring that the sections 30, 32 are constrained to move only in the desired direction. In this case, the rollers are mounted above and below the guide rails and "squeeze" the guide rails with pressure determined by spring mountings that hold the rollers in the desired position and prevent them from sliding off the guide rails. In other embodiments, other suitable slidable mounting arrangements may be used to slidably mount the outer section 32 to the middle section 30 and the middle section 30 to the inner section 32 .

[0056] To enable the mid-section 30 to withstand significant weight in the extended position, a vertically mounted shaft (shown on the right side of FIG. 6 ) with top and bottom pinions firmly secured to the shaft is mounted inside the mid-section 30 near the end closest to the inner section 28. These pinions engage racks mounted at corresponding locations on the inner section 28. This arrangement ensures that the mid-section 30 does not tilt axially when slid, i.e., the top and bottom of the mid-section 30 are moved the same distance by the pinions, preventing jamming in the guide rails. In other words, sliding movement of the sections relative to one another is constrained using racks mounted near the top and bottom of the inner section 28 in engagement with pinions on a common shaft, allowing equal movement of the top and bottom of the mid-section 30 in the longitudinal direction of the walls. The rollers are positioned near the ends of the inner section 28 and the middle section 30 where they connect with the ends of the middle section 30 and the outer section 32, respectively, so that there is only a relatively small overlap between the sections 28, 30, 32.

[0057] The end of the outer section 32 furthest from the middle section 30 bends outward relative to the chamber 12 to form a connectable end 34 (seen in FIG. 8 ). The connectable end 34 is formed with an asymmetric groove so that it can mate with a corresponding area on the opposing second vehicle connection portion.

[0058] A similar rack-and-pinion arrangement is attached to the opposite (back) side of the middle section 30, near the outer section 32, allowing the outer section 32 to withstand significant weight and preventing tilting when the outer section 32 slides. The two shafts attached to the middle section 30 are mechanically linked using pulleys and toothed belts or shafts and bevel gears, as shown on the right side of Figure 6. The mechanical linkage is mounted within the space within the middle section 30. This mechanical linkage ensures that both shafts rotate the same amount in the same direction, as the racks of the inner section 28 and outer section 32 engage with their respective pinions on opposite sides and are constrained to move the same amount in opposite directions relative to the middle section 30. The overall result is that the sections 28, 30, and 32 are free to move the desired amount up to their maximum extension and have the positional stiffness and rigidity necessary to resist impacts and withstand the weight of the attached load. Furthermore, the middle section 30 is constrained to move half the distance of the outer section 32, maintaining symmetry between the inner section 28 and the outer section 32. To achieve this telescopic movement of the wall 4a, the sections 28, 30, and 32 are mechanically linked so that the middle section 30 and the outer section 32 can be extended or retracted synchronously relative to the inner section 28. This allows the longitudinal length L of each wall 4a, 4b to be variable. In other words, the mechanically linked sliding of the middle and outer sections allows the telescopic movement of the walls to be achieved. Note that the right-hand diagram of Figure 6 only illustrates the general principle of the mechanical linkage arrangement for clarity and is not drawn to scale. Also, the shaft is actually supported very close to the pinion, rather than near the center as shown, to achieve the desired structural rigidity.

[0059] In some embodiments, the walls 4 a, 4 b may include three or more sections in a telescopic arrangement. In particular, each wall may have two or more slidably mounted sections 30, 32 that allow for an increased maximum extension of the walls 4 a, 4 b and an increased maximum variable length L of the walls 4 a, 4 b. Having two or more slidably mounted sections may increase the overall stability of the walls, but may increase the design complexity and weight of the vehicle connection portion 2.

[0060] The extension and retraction of the middle and outer sections from within the inner section can be controlled via telescoping control means to allow external control of the longitudinal length of the walls 4a, 4b. Sections 30, 32 are fully retracted in the closed position of the vehicle connection 2 and remain so during the transition of the vehicle connection to the open position. Once the vehicle connection 2 is in the open position, the telescoping control means can be operated to extend the length of the chamber 12 the amount necessary to couple the first and second vehicle connection sections 2 together. This allows for a variable coupling distance between the two vehicle connection sections, as will be described in more detail below.

[0061] Figure 7 shows the cross-sectional layout of sections 28, 30, and 32, the guide rails, and the rack-and-pinion arrangement. For compactness, the rack teeth are recessed within the deep guide rails, and the inner and outer guide rails are vertically offset rather than facing each other to allow for a thinner overall panel width. This offset arrangement also preserves space in certain locations for the bevel gears, as shown by the dotted outline. The shaft attached to mid-section 30 corresponds to the entire vertical height of mid-section 30, meaning that only one mechanical linkage shaft is required.

[0062] Returning to Figure 2, the central space between wall portion 4a (inner section 28), swivel means 9a (members 20, 26, 22) and rail car 3 defines a first void 36 which is pressurized to provide stability and rigidity to each of members 28, 20, 26, 22 while maintaining sufficient flexibility to allow members 28, 20, 26, 22 to swivel freely at the points where they connect with members 16a, 24, 16c, 14a to accommodate the various movements of the rail car 3 in use, i.e. the first and second rail cars which are connected to each other via the car connections and travel on the railway track.

[0063] Here, members 28, 20, 26, 22 are constructed using a slightly flexible material and are "pre-deformed" in shape so that they assume a desired "flat" configuration when cavity 36 is pressurized to a desired pressure. Appropriate selection of material, shape, thickness, and inflation pressure can provide a lightweight structure with the required degree of flexibility and rigidity.

[0064] Returning to FIG. 4 , the volume of pressurized air within the first cavity 36 remains substantially constant as the vehicle connection 2 moves between an open position, in which the enclosed area is substantially rectangular, and a closed position, in which the enclosed area is substantially triangular. Preferably, the pressurized air within the first cavity 36 is sealed by a sealing membrane (not shown) mounted within the first cavity 36. The membrane is inflatable and can be pressurized to a desired air pressure. The membrane is preferably a flexible material, such as rubber, so that it can change shape to accommodate positional changes imposed on it by the relatively rigid panels that contain it. This shape change can include hinge-like bending at the sides and the connections between the panels, or differential upward and downward balloon-like bulges at the top and bottom that will vary according to the position of the cavity. The membrane need not extend the entire height of the first cavity 36; it can occupy a majority of the cavity height, leaving clearance at the top and bottom, to prevent the membrane from contacting other components.

[0065] As a result, the first air gap 36 is pressurized to the desired pressure, and this pressure does not change significantly whether the vehicle connection is in the open or closed position. This is because the cross-sectional area is similar in both cases, and consequently the volume of air enclosed by the membrane is also similar in both cases. Therefore, there is no need to pressurize or depressurize the first air gap 36 during operation. A compressed air connection to the first air gap 36 is only required for control purposes and to compensate for leakage from the air system.

[0066] In addition to the first void 36, a second void 38 and a third void 40 are defined relative to the middle section 30 and the outer section 32, respectively, with each of the sections 28, 30, 32 having a corresponding void 36, 38, 40. This arrangement is illustrated in Figure 8, which shows a pair of walls 4a, 4b and their three corresponding sections and voids moving between a closed position (top of Figure 8) and an open position (bottom of Figure 8).

[0067] A third void 40 is defined by the space within rectangular structure 39 and is located on the side of outer section 32 opposite chamber 12. The shape of rectangular structure 39 substantially corresponds to the cavity in middle section 30 such that when outer section 32 is retracted, rectangular structure 39 is substantially retracted within middle section 30. As before, pressurization of air within third void 40, preferably via a membrane similar to first void 36, provides stability and rigidity to outer section 32 and the corresponding connectable end 34 such that, in use, connectable end 34 forms a weathertight seal with the corresponding connectable end of the adjacent second vehicle connection portion.

[0068] The rectangular structure 39 is formed by a rigid panel, but the side of the rectangular structure 39 facing the railway vehicle 3 includes a rubber membrane so that the rectangular structure 39 and the third cavity 40 can change shape in response to externally applied forces, such as the movement of the railway vehicle in use, the passage of railway tracks and / or forces induced on the rectangular structure 39 by weather.

[0069] The second void 38 is open to atmospheric pressure and is defined by the space between the first void 36 and the third void 40. The shape and volume of the second void 38 can change rapidly and significantly when the railcar encounters a sharp curve. The second void 38 is mostly surrounded by the first void 36 and the third void 40, but still has sufficient access to the atmosphere so that large volumes of air can rapidly enter or exit the second void 38.

[0070] Because it is desired to improve the thermal and acoustic insulation of the vehicle connection 2 and reduce aerodynamic drag, the vehicle connection 2 occupies a larger volume than conventional designs. However, to maintain the energy efficiency of the vehicle, it is also desired to keep the weight of the vehicle connection 2 reasonably low. These conflicting requirements are reconciled by having the air-filled cavities 36, 38, 40 occupy the majority of the volume of the vehicle connection 2, while using lightweight materials for the walls and structures surrounding the cavities.

[0071] The third air gap from walls 4a, 4b is connected using a flexible tubing arrangement. In this way, as the rail car negotiates a sharp curve, an increase in air pressure in one side of the air gap causes an expansion of the other side of the air gap, with the overall volume of trapped air remaining largely unchanged. The flexible tubing "collapses" somewhat when car connection 2 is in the closed position.

[0072] In some embodiments, there may be more than two voids. The number of voids may correspond to the number of wall sections. In other embodiments, some or all of the voids may not be pressurized.

[0073] Opening and closing of vehicle connection 2, i.e., moving it between open and closed positions, is achieved using pneumatic cylinders in conjunction with low power electrical functions to actuate walls 4a, 4b, floor 6 and roof 8. In this case, compressed air is used to drive the cylinders, which in turn actuate walls 4a, 4b, floor 6 and roof 8. In other embodiments, other suitable actuation means may be used to actuate walls 4a, 4b, floor 6 and roof 8 to open or close vehicle connection 2.

[0074] A number of pneumatic cylinders are arranged to operate the walls 4a, 4b, floor 6 and roof 8. Generally, when compressed air is introduced into the cylinders, the walls 4a, 4b are first opened from a closed position to a fully open position and attached to the roof 8. The floor 6 is then lifted from a fully retracted position with some clearance from the corresponding car connections of adjacent rail cars to fit between the "open" walls 4a, 4b, connecting the walls 4a, 4b so that a chamber 12 is formed.

[0075] In a second step, once the car connections of both rail cars to be coupled are fully open, another set of pneumatic cylinders is arranged to actuate the completed wall, floor and roof assemblies to extend the car connections until coupled.

[0076] Unlike conventional designs where it is standard operating practice for the car connection to be opened and coupled together when the couplers of the first and second railcars are engaged, in this embodiment, car connection 2 remains closed while the couplers of the first and second railcars are engaged. Once the railcars are successfully coupled and confirmed by a signal from the coupler, authorization is given to open car connection 2 when desired (authorization may be given by railcar staff or automatically). Once authorization is given, synchronized control signals from the coupled first and second railcars ensure that the corresponding first and second car connections open simultaneously and then couple together.

[0077] The initiation of the extension sequence of the walls 4a, 4b, floor 6, and roof 8 is synchronized between both cars, but they may extend at slightly different speeds due to differences in friction or differences in air pressure that have not yet been perfectly equalized through the couplers. In this case, the coupling between the car connections may be offset to one side rather than perfectly symmetrically midway between the two cars, but this is not critical. Staggering the initial opening sequence of the car connections, i.e., the first car connection not opening until the second car connection is fully open, will shorten the minimum required coupling distance, as the "swing-out" clearance required by the car connections is only required one at a time rather than both simultaneously. This option may be selected when the coupling distance is short to avoid the open car connections hitting each other. Once both car connections are fully open in the retracted position, extension of both begins simultaneously.

[0078] When two railcars are coupled via a coupler, it is not mandatory to open the corridor connection. For example, for safety reasons, it may be desirable to prohibit access between passenger and freight cars. Furthermore, a car equipped with this car coupling 2 may, if necessary, be coupled to any car that does not have a corresponding car coupling. To separate two railcars, after ensuring that no passengers or obstacles are in the immediate vicinity, the car coupling is first disconnected, retracted, and closed; once complete closure is confirmed, the coupler is disengaged in a second step.

[0079] The roof section 8 includes an upper ceiling panel 49, a lower ceiling panel 50, and a roof cover 55 that are connected together to form the roof section 8, as will be described below.

[0080] As shown in FIG. 9, an actuation mechanism 41 for extending and retracting the walls 4a, 4b relative to the ends of the railcar 3 is mounted within the railcar 3 below the roof cover 55. A first pneumatic cylinder 42 drives a piston 44 connected to the walls 4a, 4b via levers 46a, 46b, which are connected to a short lever 48. When the piston 44 is driven away from the railcar 3, the walls 4a, 4b are placed in an open position (bottom of FIG. 9) by the levers 46a, 46b. When the piston 44 is driven towards the railcar 3, the walls 4a, 4b are placed in a closed position (top of FIG. 9) by the levers 46a, 46b. The levers 46a, 46b are rigidly constructed and attached to the tops of the inner sections of the walls 4a, 4b. In particular, one lever 46a is connected to the wall 4a, and the other lever 46b is connected to the wall 46b.

[0081] As can be inferred, sufficient force is required at the top of vehicle connection 2 to move other items, and this is facilitated by the "disconnect" nature of the lever arrangement in the final stages of opening vehicle connection 2. The bottom of vehicle connection 2 is free to move at this stage, but no additional under-floor installation is required, and only the top actuation mechanism is sufficient. Here, "top" means the end furthest from the ground when in use, and "bottom" means the end closest to the ground when in use.

[0082] In the open position, the cylinder 42 uses the piston 44 and short lever 48 to push the levers 46a, 46b to the midpoint between the inner sections of the walls 4a, 4b. As shown in Figure 10, the point P to which the short lever 48 can pivot in the open position is essentially the point to which the entire car connection 2 is arranged to pivot to accommodate the relative angular movement of the two coupled rail cars through a curve. In the closed position, the cylinder "pull" the levers 46a, 46b substantially inward of the ends of the rail cars 3.

[0083] In addition to opening and closing the walls 4a, 4b, the same pneumatic cylinder 42 also moves the upper ceiling panel 49. The upper ceiling panel 49 is firmly attached to a short lever 48 on the side facing the chamber 12 and is designed to slide freely over the lower ceiling panel 48 (seen in Figure 11) so that a substantially flat surface is presented on the passageway of the chamber 12 and the actuating mechanism 41 is hidden from passengers passing through the chamber 12. The upper ceiling panel 49 is guided by rails surfaced with a low-friction material such as nylon that act on its edges.

[0084] This arrangement prevents the upper ceiling panel 49 from pivoting and allows it to move axially when the car connection 2 is opened, ensuring that the walls 4a, 4b swing outward evenly. However, in the open position the pivot point P is located such that the upper ceiling panel 49 and the walls of the car connection 2 are free to pivot about the end of the rail car 3, corresponding to the same angle as controlled by the "parallelogram" action of the levers 46a, 46b, 48 and their respective pivot positions.

[0085] 10, the shape of the upper ceiling panel 49 must accommodate the pivoting of the upper ceiling panel 49 while covering the chamber 12 under all operating conditions and avoiding the pneumatic cylinder 42. During the closing process, i.e. while the piston 44 is driven towards the railcar 3, the upper ceiling panel 49 is stored within the railcar 3 on the roof of the railcar 3. In the closed position the upper ceiling panel 49 is stored behind the walls 4a, 4b.

[0086] The upper ceiling panel 49 does not change its pivot position during operation; its only movement is angular pivoting when required. The upper ceiling panel 49 is mounted vertically a short distance from the top of the end door opening of the railcar 3 to allow the lower ceiling panel 50 to slide freely underneath. This lower ceiling panel 50 is allowed to move longitudinally a considerable distance to accommodate the variable spacing between the first and second railcars. Even when the lower ceiling panel 50 is extended to its maximum allowable extent, there is still overlap between the upper and lower ceiling panels at both of the two connecting car joints, and both corresponding mechanisms remain hidden under all active operating conditions. The lower ceiling panel is arranged to be actuated by a separate second pneumatic cylinder 58 (seen in FIG. 13) mounted within the railcar 3.

[0087] It should be noted that the chamber 12 narrows slightly when pivoted off-center, and there may be a small gap between the edge of the upper ceiling panel 49 and the walls 4a, 4b. This gap may be filled by flexible windbreak material secured to the top of the walls 4a, 4b, and positioned to project inward the required distance. When the car connection 2 is closed, these materials extend over the top of the rail car end door opening "lintels," positioned slightly below door height.

[0088] FIG. 11 shows a lower ceiling panel 50. The lower ceiling panel 50 is positioned to be attached to the outer wall section when the wall section is fully extended. During operation, the lower ceiling panel 50, together with the roof cover 55 (shown in FIG. 12), forms the structure of the roof section 8, and its outer edge is pressed against the adjacent connected car connection section in the next stage of deploying the car connection section 2 so that it connects with the opposing second car connection section. In this manner, the second pneumatic cylinder 58 (shown in FIG. 12) functions as a telescoping control means for the wall section via the lower ceiling panel 50, such that as the lower ceiling panel 50 is extended or retracted, the wall section is also extended or retracted. In other words, the second pneumatic cylinder 58 controls the telescoping changes in length of the wall sections 4 a, 4 b. The lower ceiling panel 50 and the roof cover 55 can pivot as needed to accommodate the relative movement of the coupled rail cars, which in turn controls the corresponding required extension or retraction of the wall sections 4 a, 4 b.

[0089] In the closed position, the end of the vehicle connection 2 is slightly narrower than the passageway of the chamber 12 to provide a slightly pointed end for better aerodynamic performance, and is arranged to be extendable by a spring arrangement. When closed, the outer member 52 of the lower ceiling panel 50 (which also forms the outer member 53 of the roof cover 55 seen in FIG. 12) is moved inward by spring pressure to provide the most compact configuration. When open, short brackets projecting upward from the outer section 32 of the wall engage corresponding brackets projecting downward from the movable spring-loaded outer member 52 in the lower ceiling panel, stretching them outward and widening the ends sufficiently to cover the entire passageway of the chamber 12. The movable section 52 and fixed section 54 of the lower ceiling panel 50 are shown in FIG. 11.

[0090] Because the movable section 52 must transfer the compression spring force from the lower ceiling panel 50 to the top of the wall sections 4a, 4b and must also ensure correct alignment of the outer edges of the wall sections 4a, 4b with the outer edge of the roof section 8, the sliding arrangement and brackets are robustly constructed. A substantially square rod running within a square tube is used for the sliding movement, and the brackets preferably have a "click-in" type flat snap fastener arrangement similar to a cupboard catch, rather than relying on spring pressure to hold ball-shaped protrusions in corresponding sockets.

[0091] In addition to widening the chamber 12, these members extend below the edge of the lower ceiling panel 50 to a thin sliding ceiling member. Their effect is to cover the slots and holes left by the brackets and pivot pins of the actuation mechanism 41 when the vehicle connection is fully open, as can be seen in Figure 11. To ensure that these members are flat and flush against the lower ceiling panel 50, a second rod running within a tube is provided a short distance from the end of the vehicle connection 2.

[0092] In the open position, with the middle and outer sections still retracted within the corresponding inner sections, the car connection 2 is slightly more extended than the car connection 2 in the closed position. This allows the car connection 2 to be securely clamped to the end of the rail car 3 with a resilient material when not in use to prevent rattle and wear.

[0093] FIG. 12 shows the top of roof section 8. Roof cover 55 has an inverted U-shaped cross section, with its ends located outside of extendable walls 4a, 4b. Roof cover 55 is attached to lower ceiling panel 50 at its outer end farthest from railcar 3. Like lower ceiling panel 50, the outer ends of roof cover 55 are slightly extended when walls 4a, 4b are open. These outwardly moving ends 53 of roof cover 55 are attached to moving ends 52 of lower ceiling panel 50, and body portion 51 of roof cover 55 is attached to body portion 54 of lower ceiling panel 50. The same spring-loaded extension mechanism effectively narrows the space between the walls as the vehicle negotiates a curve, allowing walls 4a, 4b to remain perpendicular to roof cover 55, even though they do not share the same pivot point as roof cover 55.

[0094] As shown in Figure 12, a "turret" 56 is formed as a bridge over the roof cover 55 at the end of the railcar 3. It can rotate about a pivot point to accommodate the rotation of the car connection 2 as the railcar negotiates a curve. Above the turret 56, a fixed top cover 60 is attached to the railcar 3. Figure 13 shows a cross section of the top end of the railcar 3 illustrating the above features.

[0095] As described above, the first pneumatic cylinder 42 actuates the inner sections of the walls 4a, 4b. The second pneumatic cylinder 58 actuates the lower ceiling panel 50 and roof cover 55 outward to the desired extent until they contact the adjacent second car connection. The second pneumatic cylinder 58 operates in conjunction with a further pneumatic cylinder at floor level of the rail car 3 to provide uniform actuation pressure between the roof and floor of the car connection. The second pneumatic cylinder 58 is pivoted from a bearing suspended from the roof of the rail car 3 and rotates with the turret 56. The second pneumatic cylinder 58 is attached to a pivot point by a substantial bracket 59 (shown in FIG. 13) to allow the roof cover 55 to fully retract.

[0096] Figure 14, a cross-sectional view perpendicular to Figure 13, illustrates an arrangement with the above features. The outward moving end 53 of the roof cover 55 is provided with a screw device for connecting with the corresponding moving end of an adjacent rail car when the rail cars are coupled together. Because the moving end 53 of the roof cover is already connected to the wall sections 4a, 4b by the brackets as described above, this arrangement ensures that when the roof sections 8 of the two car connecting sections 2 are firmly secured together, the ends of the wall sections 4a, 4b are also firmly pressed together near the roof sections. A similar arrangement as described above also ensures that the wall sections 4a, 4b are firmly pressed together near the floor sections when the complete operation of connecting the two car connecting sections is completed.

[0097] The screw mechanism at the moving end 53 of the roof cover has a threaded short rod extending from the top of a fixed cone on one side. This short rod engages with a conical cavity on the other side, which has an internally threaded cylinder at its base. The conical cavity allows the threaded rod to find the correct position during connection, even if the roof sections are slightly misaligned. When a sensor detects that the correct connection position has been reached, a small electric or pneumatic motor rotates the threaded rod to screw the two sections together. While this creates a secure horizontal connection, the conical cavity is attached to the moving end 53 of the roof cover in a way that allows vertical movement between the roof sections 8 due to dynamic changes in the relative heights of the two coupled railcars. Similarly, connecting grooves and protrusions at the ends of wall sections 4a and 4b also allow for relative vertical movement of these sections at the car connection.

[0098] The floor section 6 of the car connection section 2 is pivotable and extendable in a similar manner to the walls 4a, 4b, but with one important difference: when the car connection section 2 is closed, the floor section 6 resides below the walls 4a, 4b so that the walls 4a, 4b are not obstructed by the floor section 6 as they extend from the closed position to the open position. When the walls 4a, 4b are in the open position, the floor section 6 is first raised so that its upper surface facing the chamber 12 is substantially flush with the floor of the rail car 3. The floor section 6 can then be extended from the rail car 3 using compressed air in conjunction with the extension of the roof section 8 and the walls 4a, 4b.

[0099] The floor 6 is not directly connected to the walls 4a, 4b but is located between the walls 4a, 4b and is able to pivot horizontally (i.e. in a plane parallel to the floor) as well as to some extent vertically to accommodate variations in the height of the railway vehicle as it moves on its suspension.

[0100] With the first and second rail cars connected via the first and second car joints, the distal ends of the two adjacent floor sections are locked together in use to maintain a relatively flat floor across the car joint and can tilt to accommodate height variations between the rail cars to facilitate the passage of passengers, catering trolleys, parcel trucks, etc. across the car joint.

[0101] As shown in Figure 15, floor 6 includes multiple sections 62, 64, 66, and 68. First section 62, which is closest to the end of railcar 3, is attached to railcar 3 and is movable vertically relative to the parallel plane of floor 6 to contact walls 4a and 4b when it rises to form chamber 12. First section 62 has a substantially semicircular shape, and the convex outer edge farthest from railcar 3 corresponds to the concave inner edge of second section 64, which is attached adjacent to first section 62. Second section 64 is attached to first section 62 so as to be horizontally pivotable relative to first section 62 and to be able to follow the vertical movement of first section 62.

[0102] 16, which shows a cross section through the center of floor 6, third and fourth sections 66, 68 are attached below first and second sections 62, 64 to provide floor 6 with similar flexibility as walls 4a, 4b. However, in this case, floor 6 must be able to withstand significant weight and provide as few discontinuities as possible in the upper walking surface while remaining robust. Therefore, sections 62, 64, 66, 68 use slightly elliptical cross sections that taper vertically while maintaining sufficient depth toward the ends of the railcar. In other embodiments, floor 6 may be made up of fewer or more than four sections.

[0103] Second section 64, third section 66, and fourth section 68 form a telescoping unit in a similar concept to walls 4a, 4b. However, instead of a linear movement pattern, sections 64, 66, 68 are constrained to a curved relative movement when extended from or retracted into rail car 3, with the top of each section remaining tightly attached beneath the adjacent overlapping section. However, sections 64, 66, 68 are formed somewhat arched with significant depth for lighter material use and sturdiness, while retaining the same horizontal orientation to present a substantially flat surface with minimal "step" when extended.

[0104] The telescoping movement of sections 64, 66, 68 is shown in Figure 17. Support wheels attached to third section 66 grip curved rails on second section 64 and fourth section 68. The rails and support wheels are attached to the sides of sections 62, 64, 66, 68, which form a bridge that compacts together and extends below the floor tread when sections 62, 64, 66, 68 are fully retracted. When retracted within railcar 3, sufficient space remains below floor 6 for the railcar coupler.

[0105] The wheels gripping each rail on either side are mounted as shown to tilt up or down to provide optimum support for the varying loads placed on each section of floor 6. As the angle of the support rail passing between the wheels changes with the degree of extension, the width of the support rail correspondingly varies throughout its length, narrowing at more curved locations so that a fixed distance between the wheel pivot points is maintained and rigid support is provided at all points on floor 6.

[0106] A rack and pinion arrangement similar to that used in the wall sections is used in the floor 6 sections to ensure equal movement of both edges of the floor 6 and symmetrical placement of the third sections 66 between adjacent sections. Pinions mounted on shafts in the middle sections 64, 66 are similarly interconnected and engage racks on the underside of the second section 64 and the upper side of the fourth section 68.

[0107] When the sections of floor 6 are retracted, sections 62, 64, 66, 68 are closely spaced one above the other, but when extended only a small surface of floor space is present. As floor 6 extends, the sections begin to separate by curved surfaces at the top, while the flat lower edges of the sides remain horizontal. The movement pattern is dictated by the shape of the support rails, similar to the surface of the floor in the case of fourth section 68 and reversed in the case of second section 64.

[0108] The two pinion shafts in the third section 66 are connected to each other using toothed pulleys and toothed belts or bevel gears and connecting shafts, as in the rack-and-pinion arrangement of the wall sections. This connection is made in a case in the middle of the floor tread. The outer pinions are recessed away from the thin edge of the middle section, so that the racks on the top surface of the outer section start away from the edge of the fourth section 68 and continue further inward than the floor tread itself. The outer portions of these racks are substantially below tread level, with the rack teeth gradually rising inward, so they remain in a position appropriate to the travel profile and are less susceptible to wear.

[0109] The other rack for the first section 62 is mounted to the side below the floor tread in a similar "inverted" configuration relative to the support rail to provide the correct travel pattern. The rack teeth face up so that the inner and outer pinion shafts rotate in opposite directions. This arrangement allows a compact bevel gear with a connecting shaft to fit within the floor tread of the mid-section. In another embodiment, a toothed belt is implemented as the connection method, with the rack teeth facing downwards to allow the two shafts to rotate in the same direction.

[0110] Extending or retracting the sections of floor 6 is accomplished using two pneumatic cylinders mounted between second section 64 and fourth section 68. The pistons and outer casings of these pneumatic cylinders can be seen in FIG. 18. When connecting the first and second car connections, the sections of floor 6 are extended by actuation via the pneumatic cylinders until the distal ends of the floor 6, particularly the end of the fourth section farthest from the railcar 3, contact the corresponding distal ends of the floor sections of the adjacent second car connection. The floor sections are then aligned and screwed together, with the mounting screw arrangement on one of the floor sections contacting a corresponding conical recess on the other floor section, so as to rigidly connect the floor sections 6 to each other in a manner similar to connecting the roof sections 8.

[0111] The floor 6 is vertically slidable on two support rods and is moved up and down by threaded rods coupled to each other and driven by an electric motor, or alternatively by two linear actuators. After the couplers of the first and second rail cars are engaged, the walls 4 a, 4 b of the car connection section 2 are first extended above the floor 6. The floor 6 is then raised to a high position so that it fits between the walls 4 a, 4 b, forming a chamber 12 together with the extended roof 8.

[0112] Flanges on the bottom surfaces of third section 66 and fourth section 68 provide additional rigidity to these sections, encouraging them to slide smoothly relative to adjacent sections. Additionally, the bottom edge on the outer surface of fourth section 68 includes a longitudinal protrusion that allows for small relative movement between floor 6 and the coupler (which may be attached to the vehicle below floor 6) under conditions of high vehicle and / or vehicle connection 2 vibration.

[0113] Returning to Figure 1, as outlined above, each of the members 4a, 4b, 6, 8 has an attachable end and a distal end arranged to removably attach the member to the railway car 3. When the car connection section 2 is in the open position, with the walls, floor, and roof arranged to telescopically move relative to one another to form the chamber 12, the distal ends of the members 4a, 4b, 6, 8 are extended until they contact the corresponding distal ends of the connecting car connection sections on the opposite side, which are arranged to be connected to one another and connect the car connection sections.

[0114] A first end of chamber 12, including the attachable end, can be thought of as an attachable interface 70 for removably connecting car connection portion 2 to rail car 3, and a second end of chamber 12, including the distal ends of members 4a, 4b, 6, 8, can be thought of as a connectable interface 72 for removably connecting car connection portion 2 to a second car connection portion 2. Here, connectable interface 72 of car connection portion 2 can be thought of as including each of the connection members of wall portions 4a, 4b, roof portion 8, and floor portion 6, as described above. For example, the connecting screw device of roof portion 8 would be one of these members, etc.

[0115] In the fully extended position, i.e. when there is a large connection distance between the first and second rail cars, the combined floor section 6 presents a substantially flat floor surface with few discontinuities and a slight rise in the middle, allowing easy passage of people, catering trolleys, parcel trucks, etc. At relatively short connection distances between the first and second car connections, the combined floor section 6 presents a substantially flat floor surface with a slight depression in the middle, so as to maintain easy passage of people, etc. For a typical average connection distance between two rail cars, the combined floor section 6 presents an easily accessible substantially horizontal surface.

[0116] When the car connector 2 is not in use and in the closed position, which gives the car end a fairly triangular profile, the floor section 6 is arranged to be in either a low or high position. In the low position, the floor section 6 is restrained in the middle, and the coupler of the rail car 3 is fully retracted into the floor section 6, keeping them safe and preventing unwanted movement, avoiding rattle and wear on the equipment when inactive. When the floor section 6 is raised to the high position, the coupler is released and deployed to engage the coupler of another car without opening the car connector, allowing the floor section 6 to rotate freely laterally. In this case, the mechanical arrangement ensures that the lateral movement of the coupler is tracked by the floor section 6, and the coupler and floor section 6 rotate together as required due to the curvature of the track.

[0117] Tracking of the horizontal pivoting movement between the coupler and the floor is achieved using rollers attached to the second section 64 (not visible in FIG. 18) that bear against the outer vertical edge of the coupler gimbal frame. This gimbal frame tracks the angular horizontal pivoting movement of the coupler due to the curvature of the track, and the coupler is pivoted within the frame to allow vertical movement. As a result, the entire floor is constrained to pivot side to side in the same way that the coupler pivots due to the curvature of the track. Because the floors of the two coupled railcars are not connected to each other when the car connection is closed (although they may be close together in some cases), this tracking arrangement ensures that the floors keep their outer edges substantially parallel and cannot collide, even when negotiating tight curves.

[0118] In the high position, the floor 6 remains horizontal, but the coupler has some clearance for up and down movement, if necessary. In other embodiments, the coupler mounting arrangement does not include a gimbal frame, in which case an equivalent mechanical linkage arrangement may be provided to perform the tracking function instead. In some cases, the two coupled rail cars are far enough apart and the track curvature is low enough that the floors cannot collide in any case. In such situations, the tracking function may be omitted and the floors may be fixed in a neutral "straight track" position when the car connection is closed.

[0119] When the car connector 2 is in use, the floor section 6 is at its highest position, i.e., substantially flush with the floor of the railcar 3 and somewhat spaced from the coupler. In this case, the rollers attached to the second section 64 move above the coupler gimbal frame, away from the coupler gimbal frame movement, so there is no longer any tracking between the coupler movement and the floor section movement. As a result, when the car connector 2 is open, both the car connector and the coupler can independently track any necessary movements as dictated by the design of the various components and vehicle dynamics. This arrangement also ensures that only a relatively small amount of space is required below the floor section 6 to accommodate the coupler, avoiding the large, unsightly gaps of conventional fixed railcar ends that can catch leaves and other debris when the coupler is not in use. Figure 18 shows the components of the floor section 6.

[0120] Figure 19 shows members 28, 30, 32 of wall 4a. In use, i.e. when vehicle connection 2 is in the open position, inner section 28 provides a panel which forms part of the outer surface of chamber 12. This panel, together with outer panel 26 of pivoting means 9 and the outer surface of rectangular structure 39, provides the elongated outer surface of vehicle connection 2 facing away from chamber 12 and towards the surrounding environment.

[0121] Sections 28, 32 generally do not overlap when the car connection is in the open position. However, slight overlap may occur when the connected rail cars negotiate sharp curves and / or when the connecting distance between the rail cars is short. In these situations, third gap 40 may be compressed to a substantially triangular cross-section. As noted above, the third gaps in walls 4a, 4b are connected by a flexible tubing arrangement such that compression of one gap causes the other gap to expand.

[0122] Finally, the "tube" of the middle (second) section fits over the outside of the third section. The middle section 30 is substantially rectangular, but curves inward on the side closest to the railcar 3. This provides a close fit to the first section 28 when in use, and also provides a smooth profile for the end when the car connection 2 is in the closed position and not in use. The middle section 30 is constructed from a stronger, more rigid material than the other sections 28, 32 because the second cavity 38 therein is open to the atmosphere and not pressurized. Additionally, because the middle section 30 forms the visible exterior surface of the end of the railcar 3 when the car connection 2 is closed, it must be sufficiently rigid to withstand small impacts from twigs, birds, etc. striking the end of the railcar 3 at high speeds.

[0123] The pressurized first and third voids 36, 40 need not extend the full height of the inner and outer sections 28, 32, respectively. Space can be reserved at the top and bottom while still providing sufficient stability and rigidity. The third (outer) void 40 in the outer section 32 has bottom space reserved to accommodate rollers from the floor 6, which, when inserted during use to connect with an adjacent car, push the bottom of the walls 4a, 4b outward to match similar pressure from the roof 8 on the top of the walls 4a, 4b. The rollers in the floor 6 are movable up and down to accommodate dynamic variations in vehicle height moving on individual suspensions, and are movable laterally to accommodate narrowing of the chamber 12 in tight turns in a manner similar to the spring-loaded extension roof edge described above.

[0124] Because coupled railcars may encounter dips or gradient changes in the track, the ends of the railcars are not necessarily precisely parallel. The spacing between the railcars is determined by the coupler, and the floor and roof of the connecting car section can freely adjust their lengths to accommodate the movement of the corresponding car.

[0125] On uneven tracks, there is a certain amount of rolling, i.e., each railcar may move differently, which may result in roof 8 and floor 6 angles not being the same between pivot points. Floor 6 and roof 8 are independently pivotable to accommodate this displacement. Variations between floor 6 and roof 8 are accommodated by a certain degree of wall flexibility. The outer wall sections 32 are configured to be flexible to accommodate the required movement of the third void therein. As a result, the wall ends of the two cars remain at substantially the same angle. The outer wall sections of a pair of connecting walls are connected to each other by corresponding vertical ridges 74 and grooves 76 (seen in FIG. 21 ) on the surface edges of the pair of outer sections, i.e., the distal ends of the pair of connecting walls. The walls are then held together by pressure from the roof and floor, which are then securely coupled to each other as described above.

[0126] For large vertical movements, the outer sections of the pair of connecting walls can "slide" up and down relative to one another via corresponding ridges 74 and grooves 76 as needed, as described above. The floor 6 can tilt vertically on the pivot points connecting the first and second sections 62, 64, and the latch arrangements connecting the roof ends together allow for vertical movement as described above. In this manner, dynamic variations in railcar height can be accommodated.

[0127] The coupling of the first and second vehicle connection parts 2a, 2b (shown in Figure 23) attached to the first and second railway vehicles 3a, 3b will be described in terms of the operation of the first vehicle connection part 2a, as the second vehicle connection part 2b is arranged to cooperatively perform the same operations as the first vehicle connection part 2a.

[0128] In the closed position, as shown in Figure 20, the first car connection 2a is unused and, when forming the front or rear end of a train, provides the end 3a of the railcar with a substantially pointed profile that allows for relatively low aerodynamic drag compared to the aerodynamic drag at the end of a railcar having a known form of conventional car connection. The floor 6 is in a lowered position.

[0129] The floor 6 is then raised to a high position that releases the coupler of the first railcar 3a, which can then be extended to engage the coupler of the second railcar 3b. The floor 6 is substantially horizontal and accommodates any lateral movement of the coupler. The floor 6 can accommodate this movement by using rollers on the inside of the floor 6 that contact the outer edges of the gimbal frame of the railcar 3a, giving the coupler a degree of freedom of horizontal movement. The gimbal frame is attached to the underside of the railcar end using pivot points at the top and bottom of the center of the gimbal frame, which lie on a vertical axis aligned with the pivot point P mentioned above, about which the entire car connection can pivot. The gimbal frame also has pivot points at the center of its sides that are used to mount the coupler mechanism and give the coupler a degree of freedom of vertical movement.

[0130] This arrangement therefore matches the horizontal movement of the floor section 6 to the horizontal movement of the coupler as it turns in accordance with track curvature requirements when the coupler is engaged but the car connections are still closed. Because the edges of the gimbal frame are vertical and the floor section 6 is arranged to move vertically upward, the floor section 6 remains horizontal in this position. This arrangement gives the coupler sufficient clearance to operate in both tight curves and axial displacements without requiring large spaces below the floor section to accommodate coupler movement if the floor section were fixed in place. With the first and second car connections 2a, 2b in the closed position, access between the first and second railcars 3a, 3b is prevented.

[0131] When it is desired to open the first vehicle connection 2a, the walls 4a, 4b are first extended to clear rollers mounted on posts attached to the edges of the floor 6. The ridges and grooves on the outer sections 32a, 32b of the walls 4a, 4b allow the walls to act as "doors," i.e., to facilitate locking and sealing the walls 4a, 4b together when the vehicle connections are in the closed position. When the vehicle connection is in use in the open position, the ridges and grooves engage with corresponding grooves and ridges on the other open vehicle connection, aiding in alignment between the two vehicle connections and providing a more weather-tight seal while allowing relative vertical movement between the two vehicle connections.

[0132] Once the walls 4a, 4b are "fully open," i.e., rotated from the flush position to the parallel position from the railcar 3a, the floor 6 is further raised so that the inner rollers on the floor 6 encounter the protrusions on the top of the gimbal frame, forcing the rollers outward so that the floor 6 tilts upward at its outer end, i.e., fourth section 68. As the floor 6 is further raised, the outer rollers, mounted on stanchions, are inserted through the holes in the underside of the walls, tilting upward and rearward to begin assembly of the car connection 2a as a complete unit, i.e., forming the chamber 12.

[0133] The floor section 6 is continuously raised to clear the gimbal frame and provide a small degree of freedom for axial displacement of the floor section 6, ensuring that the outer rollers remain within the walls 4a, 4b. The raising of the floor section 6 stops when the car connection section 2a is in the telescopically retracted position, i.e., when the floor section 6 reaches the floor level of the railway car 3a, with the members 4a, 4b, 6, 8 not telescopically extended. This situation is shown in Figure 21.

[0134] In the next step, the car connection section 2a is telescopically extended via pneumatic cylinders that actuate the floor section 6 and roof section 8 so that the connectable interface 72 contacts the second car connection section 2b. As described above, actuation of the roof and floor sections simultaneously causes actuation of the walls, particularly the outer sections, so that all outer members of the car connection section telescopically extend in unison. Slight misalignment is corrected by the conical protrusions of the first floor section sliding into the conical receptacles of the other floor section. Here, sensors detect that this alignment has been achieved and prompt the two floor sections to be securely screwed together, providing a robust, continuous walkway with a reasonably flat top surface that pivots at the ends of each rail car 3a, 3b and can tilt as needed, i.e., move axially, to accommodate the relative movement of the rail cars. A similar arrangement aligns and screws two roof sections, particularly two upper roof covers, together, but in this case with sliding inner members that allow vertical movement, providing a continuous roof that pivots at the end of each rail car 3a, 3b to accommodate the relative movement of the rail cars. Corresponding ridge and groove arrangements in the wall sections also connect during this. This extended state of car connection section 2a is shown in Figure 22, with car connection section 2b (not shown) providing a similar structure in the opposite direction.

[0135] 23, the connectable interface of the first vehicle connection part 2a is connected to the connectable interface of the second vehicle connection part 2b to form a complete vehicle connection part 78, connecting the first and second rail cars 3a, 3b to each other and making the first and second rail cars 3a, 3b accessible to passengers via the complete vehicle connection part 78. The elongated chambers 80 of the complete vehicle connection part 78 are pivoted at the ends of each rail car 3a, 3b with respect to the attachable interfaces. In other words, as the first and second rail cars 3a, 3b move relative to each other through a curve on the railroad track, the complete vehicle connection part 78 can pivot to accommodate these relative movements.

[0136] The shortest allowable coupling distance between the first and second rail cars 3a, 3b is determined by having sufficient clearance for the walls in the telescopically retracted positions at the first and second car connectors 2a, 2b to open (or close) without interfering with each other. When the car connectors are closed, they are folded down sufficiently to provide a clear, unobstructed view to the drivers at the ends of the rail cars.

[0137] The above mechanism for forming a complete vehicle connection 78 consisting of the connected first and second vehicle connection sections 2a, 2b ensures that the complete vehicle connection section 78 is always straight and that angular movement due to track curvature is allowed at the ends of the first and second railway vehicles 3a, 3b rather than near the joint of the first and second vehicle connection sections 2a, 2b, i.e., at the connectable interface, as in typical prior art designs.

[0138] In some embodiments, the connection end of the car connection may have a flexible rubber mounting to give the car connection flexibility when the car goes over the top of a hill or the bottom of a depression in the track.

[0139] The pivoting of the complete car connection 78 will now be described. As explained above, the lengths of the wall portions 4a, 4b are independently variable through telescopic extension / retraction. The telescopic extension and retraction of the walls are not fixed. Therefore, during the pivoting movement of the complete car connection 78 to accommodate a curve, the lengths of the wall portions 4a, 4b can be suitably and independently changed to accommodate traversing the curve while the wall portions 4a, 4b are pivotable relative to the end of the railcar 3a. In particular, the lengths of the wall portions 4a, 4b change inversely relative to each other, i.e., as one wall portion increases in length, the other decreases in length, and vice versa. Furthermore, the lengths of the connected pair of walls, i.e., the wall portion 4a of the first car connection 2a and the corresponding connected wall portion 4c of the second car connection 2b, change in a manner necessary to accommodate various types of relative car movement. As a result, the elongated chamber 80 is maintained at substantially the same length overall, which is determined by the coupled couplers of the first and second railcars 3a, 3b below it. Because the components of the complete car connection 78 are free to move, they are subjected to little stress as the first and second rail cars 3a, 3b negotiate the curve, preventing the structural integrity of the car connection 2a, 2b from being compromised. The extension and corresponding retraction movement or change in length of the wall sections 4a, 4b as they negotiate the curve can be seen in Figure 8.

[0140] As the walls pivot and extend / retract to accommodate negotiating a curve, the floor 6 and roof 8 correspondingly pivot to accommodate this movement.

[0141] For example, referring to Figure 23, as second railcar 3b begins to negotiate a left-hand curve, i.e., head down the page, all of the walls pivot accordingly, with wall 4a decreasing in length while wall 4b increases in length, and wall 4c decreasing in length while wall 4d increases in length. Meanwhile, the roof and floor of each car connection also pivot accordingly. Pivoting means 9a, 9b facilitate the extension and retraction of the walls, and thus the pivoting movement of the complete car connection 78.

[0142] As another example, when a railway vehicle is passing through a sharp reverse curve where the two vehicles are approximately parallel but their centers are not on a line, and railway vehicle 3b is lower than railway vehicle 3a in Figure 23, the lengths of walls 4a and 4d decrease and the lengths of walls 4b and 4c increase compared to the normal situation on a straight track.

[0143] Due to the pivotal arrangement of members 4 a , 4 b , 6 , 8 , chamber 12 can be considered to be pivotable about attachable interface 70 in a plane parallel to floor 6 .

[0144] At full telescopic extension of the complete car joint 78, i.e., the maximum coupling distance between the rail cars, gaps may occur on the outer surface of the complete car joint 78, i.e., the side facing away from the elongated chamber 80. These gaps are not critical since the second void 38 is open to atmospheric pressure and not pressurized. However, these gaps may be filled to improve aerodynamic, acoustic, and thermal performance, and to prevent the intrusion of debris such as leaves.

[0145] One way to fill these gaps is to fit a stretchable fabric cover to a spring-loaded roller between the first and third gaps in each wall, similar to a roller blind. Each spring-loaded roller is attached to a corresponding inner section of the wall. The fabric fits inside the middle and outer sections 30, 32, and is only visible when the gap occurs on the outer surface of the complete vehicle connection 78 when fully stretched.

[0146] When the third gap 40 is forced against the first gap 36 as the railcar makes a sharp turn, space is limited at the outer portion of the first gap 36. Therefore, as shown in FIG. 24, a small-diameter roller is pivotally attached to the end of the first gap 36 to maintain the fabric in the correct position. A large-diameter spring-loaded roller containing a backing fabric is also attached near the end of the first gap 36. The opposite end of the fabric is fixed to the inner end of the third gap 40, allowing the third gap 40 to deform freely and be pressed against it. Because deformation of the gap can inhibit the rotation of the spring-loaded roller, a curved guard is attached to the spring-loaded roller to prevent direct contact of the spring-loaded roller with the gap.

[0147] Similar fabric arrangements with horizontal rollers can be used to fill gaps that appear at the top of the walls, but these are relatively small areas and the benefits may not justify the additional complexity. Any rain that penetrates here simply drains away at the bottom. The chamber 12 of the vehicle connection 2 is well protected from the elements by the roof 8 and walls 4a, 4b.

[0148] As an alternative to roller blind technology, some highly stretchable fabrics can be used to fill gaps with the proper mounting arrangement. Space is provided for the fabric to fold as needed, revealing the fabric only when the structure begins to open, reducing the extent of the fabric's expansion. Yet another option is a traditional bellows structure, especially a double-walled type such as a series of rubber tubes connected together to allow for significant compression or expansion.

[0149] In both the closed and open configurations of the vehicle connection 2, a smoother profile is presented that provides relatively good aerodynamic performance with reduced drag over conventional arrangements, and is particularly a significant improvement over conventional square-ended vehicle and narrow bellows aisle arrangements.

[0150] The interaction between the ends of the two railcars 3a, 3b is primarily controlled by the engaged couplers of the cars. As explained, when the car connections 2a, 2b are closed, the couplers are the only thing connecting the two railcars. The couplers are designed to safely handle specified maximum tractive and braking forces and also have some lateral damping to limit roll.

[0151] Because the floor 6 and roof 8 of the car connector 2 are pneumatically actuated, once the first and second car connectors 2a, 2b are securely connected to one another, the air circuits of the pneumatic cylinders can be controlled to vary the flexibility or "springiness" of the coupled car connector 78. Closing the air circuits of the pneumatic cylinders provides a degree of springiness to the complete car connector 78, reducing the transient acceleration and braking forces the coupler must handle to an extent dependent on the amount of air trapped before the closing valve. On the other hand, opening the air circuits of the pneumatic cylinders to the atmosphere allows the components of the complete car connector 78 to move more freely. The degree of damping between these two extremes can be varied by changing the size of the pneumatic cylinder vent opening. Designers can control this damping as desired to provide an optimum value preferred for a particular railcar, and can even make the damping programmable, if desired, to achieve the best results under specific operating conditions.

[0152] In some embodiments, dampers that limit relative rotational movement of the floor 6 and / or roof 8 provide additional lateral damping between the ends of the rail cars when car connections 2 a, 2 b are used to form a complete car connection 78. In this case, dampers may be attached to the roof to inhibit twisting movement due to torsional stresses.

[0153] The optimum stiffness of a car connection is highly dependent on the mass of the railcar and its suspension characteristics, so the stiffness of the car connection components is variable depending on the mass and suspension characteristics of a particular railcar. The stiffness of the car connection can be altered by using different materials and / or by increasing or decreasing the degree of air pressurization in the gaps 36, 40.

[0154] When rail cars are coupled together via car connectors, the arrangement provides additional safety in the event of an accident. If a collision causes the temporary compressive forces on the coupler to exceed their limits and their attachments begin to deform, the pneumatic cylinders in the floor 6 and roof 8 of the car connector 2a are rapidly compressed. High-pressure relief valves in the air circuits of the pneumatic cylinders allow them to vent to atmosphere through appropriate orifices, helping to dissipate energy.

[0155] Despite the assisted energy dissipation, in some embodiments, conventionally shaped override protectors are arranged to engage with each other if the complete car connection 78 is forced into the telescopically retracted position. The override protectors, facing horizontal grooves and ridges to prevent relative vertical movement, are rigidly attached to the underframe of the railcar and are arranged not to engage even when the first and second car connections 2a, 2b are at their closest coupling distance and around the sharpest curves. The override protectors engage when both railcars 3a, 3b are close enough together that the car connection is fully telescopically retracted but still connected—a configuration that does not occur in normal operation because the car connection preferably telescopically retracts. The gaps 36, 40 in the now “squashed together” walls 4a, 4b also assist to some extent in resisting excessive compressive forces during an accident. In further embodiments, energy-absorbing elements may be incorporated into the car connection or other portions of the railcar, if desired, to provide the required energy absorption capabilities.

[0156] With the vehicle connection closed, this arrangement provides good crashworthiness protection. The structural layers are folded within a rigid rectangular-section portal frame that is bent to provide a wedge-like arrangement. Even if components begin to break down under extreme conditions, they are forced into this receptacle, dissipating energy as they break down. For small impacts from small objects, the outer "ring" of the second void 36 is sufficiently robust to provide structural stability for the vehicle connection in the face of these impacts. As the impact force increases, contact occurs with the largely elastic third void 40, allowing the obstacle to be repelled. While a more severe impact may cause permanent deformation of the structure, the interior of the vehicle is well protected by the expanding air, which distributes the force over a wide area of ​​the inner door, rather than a point impact that would cause a rupture. In more extreme impacts, the force may cause the void to rupture and the outer structure to collapse, but the resulting debris tends to be forced into a wedge shape that helps the closed walls 4a, 4b resist the imposed force before eventually rupturing or deforming the portal structure.

[0157] Since most cars only lead connecting journeys at low speeds, a moderate level of crash safety protection is sufficient. However, for car ends intended to lead trains at high speeds during operation, a higher level of robustness is desirable. Also, the axle load may need to be increased to increase the likelihood that the car end will remain on the track in the event of a collision. On the other hand, excess weight is usually undesirable for the car ends of trains.

[0158] These conflicting requirements can be addressed by alternative embodiments of the car joint design and car structure, such as: The rigid rectangular cross-section pillars surrounding the car joint are hollowed out and left empty at normal car ends. At rail car ends with driver's cabs, which are sometimes installed at the front of high-speed trains, the pillars can be filled with sand. Sand is stable, inert, and inexpensive, and is good at absorbing huge amounts of transient energy through grain-to-grain friction. This provides an additional means for energy dissipation in the rail car end structure beyond the normal deformation of metal. It is also possible to incorporate various forms of energy-absorbing material into the space between the car joint and the side of the rail car to provide additional protection for the driver's cab.

[0159] These materials and / or ballast weights depending on the equipment fitted provide additional weight and help to increase the axle load required in this situation. All of these methods are reversible, in that if the cab is no longer required, some other equipment can be replaced or additional protection removed to reduce the vehicle weight as desired.

[0160] The car connector 2 can be retrofitted and removably attached to cars on a rail network that require traditional car connectors, from high-speed passenger trains running on straight main lines to parcel vans that must negotiate tight curves in narrow stations and sidings, so that the car connector can replace these traditional car connectors for connecting rail cars to each other.

[0161] The above-described arrangement of the car connector 2 has several advantages compared to conventional car connector arrangements: in particular, the shape of the car connector 2 has relatively good aerodynamics for relatively low energy consumption when coupled to a train or at the front or rear end of a train, i.e., in both the open and closed positions, respectively, and also gives the train driver a less obstructed view when the car connector is closed and mounted at the end of the cab.

[0162] The above arrangement of the members that make up the car connector 2 provides the complete car connector 78 with relatively improved heat and sound insulation, as well as the ability to accommodate tight curves for universal application covering all railway routes, for both passenger and freight cars as required. Furthermore, the arrangement of these components, such as the telescopic variation of the longitudinal lengths of members 4a, 4b, 6, 8, allows for a wide range of inter-car coupling distances and enables the use of both conventional and retractable couplers with different car arrangement methods.

[0163] The opening and closing of the vehicle connection 2 is arranged to be electronically controlled and / or automated, and the gaps 36, 38, 40 allow the vehicle connection 2 to have a relatively low weight while providing sufficient structural stability to the vehicle connection 2.

Claims

1. 1. A vehicle connection section for connecting rail cars of a train to each other, comprising: A pair of walls; A floor portion and a roof portion; the walls, floor and roof define a passageway having a first end with an opening forming an attachable interface for attaching the car connection portion to a rail car, and an opposite end forming a connectable interface for connecting to another car connection portion; the walls are configured such that their lengths in the longitudinal direction of the railway vehicle can vary; the wall portion, floor portion, and roof portion are arranged so that the wall portion is stored toward the railcar to close the opening, thereby defining a closed position of the car connection portion, and is extended from the railcar to form the passageway, thereby defining an open position of the car connection portion; the vehicle connection portion is movable between the open position and the closed position; a car connection section, characterized in that in the closed position the car connection section has a convex cross-section so that when the car connection section is at the end of a train, a relatively low aerodynamic resistance is experienced at the car connection section.

2. 2. The vehicle connection of claim 1, wherein the roof section is configured to be stored within the railcar in the closed position and to be extended from within the railcar to form the passageway in the open position.

3. 3. The vehicle connection section according to claim 1, wherein the floor and roof sections are configured so that their longitudinal lengths can change in accordance with the longitudinal length of the wall sections, thereby making the longitudinal length of the passageway variable.

4. A vehicle connection portion as described in any one of claims 1 to 3, characterized in that each of the wall portions has at least a first section slidably attached relative to a second section, and the longitudinal length of the wall portion is variable by sliding one of the sections relative to the other of the sections.

5. 5. The vehicle connection of claim 4, wherein the sections are configured such that their sliding movement is constrained in the longitudinal direction.

6. 6. A vehicle connection as claimed in any one of claims 1 to 5, wherein movement of the vehicle connection between the open and closed positions is controlled by an actuation means.

7. 7. The vehicle connection of claim 6, wherein the attachable interface is pivotal and in the open position the wall, floor and roof, i.e. the walkway, are arranged to pivot relative to the rail vehicle in a plane parallel to the floor.

8. 8. A vehicle connection as claimed in claim 6 or claim 7, wherein the wall, floor and roof sections have an attachable end that forms part of the attachable interface and a distal end that forms part of the connectable interface.

9. 9. The vehicle connection of claim 8, wherein the wall portion is pivotable from a first position generally parallel to the longitudinal direction to a second position generally perpendicular to the longitudinal direction, a distal end of the wall portion being generally flush with the attachable interface in the second position to close the opening and forming a portion of the passageway in the first position, the wall portion being movable between the first and second positions.

10. 10. The vehicle interface of claim 9, wherein the floor and roof portions are configured to not interfere with the wall portion during movement between the first and second positions.

11. 11. A vehicle connection as claimed in claim 9 or claim 10, wherein the actuation means is arranged to control and / or synchronise movement of the wall between the first and second positions, thereby controlling movement of the vehicle connection between the open and closed positions.

12. each of the walls has an inner surface facing the passageway and an outer surface opposite thereto, and further includes a planar outer member having an attachable end forming part of the attachable interface and a distal end connected to the outer surface of the wall via a hinge portion, wherein a first gap is defined by a space between the wall, the outer member, and the hinge portion; 12. The vehicle connection of claim 11, wherein the outer member is arranged to pivot relative to the rail vehicle.

13. A vehicle connection portion as described in Claim 12, characterized in that, when viewed from above, a first angle defined between a line perpendicular to the longitudinal direction and a first crank connected to the wall portion and a second angle defined between the line and a second crank connected to the outer member are arranged to be controlled in conjunction with each other via a connecting means.

14. The vehicle connection section according to claim 13, wherein the connecting means connects the movements of the wall section and the outer member so that the first angle and the second angle can be controlled in conjunction with each other.

15. 15. The vehicle connection portion according to claim 13 or 14, wherein the air pressure in the first gap is variable so that the rigidity of the wall portion, the outer member and the hinge portion is changed.

16. 16. A vehicle connection as claimed in any one of claims 13 to 15, wherein the distal end of the wall has a connectable structure on its outer surface forming part of the connectable interface and having a further gap, the air pressure in the further gap being variable so as to vary the stiffness of the connectable structure.

17. 17. A vehicle connection as claimed in claim 16, characterized in that an intermediate gap is defined between the first gap and the further gap, and the air pressure in the intermediate gap is configured to remain unchanged and be exposed to ambient air pressure or to vary.

18. 18. A vehicle connection as claimed in any one of claims 14 to 17, wherein in use, in the closed position, the coupling means maintains the first and second angles such that the vehicle connection has a convex cross-section to facilitate reducing aerodynamic drag of the vehicle connection.

19. 19. A vehicle connection section as claimed in any one of claims 1 to 18, characterized in that the floor section is arranged to be mechanically connected to a coupler of a railway vehicle, and the floor section follows the movement of the coupler when the vehicle connection section is in the closed position.

20. 20. The first and second vehicle connection sections of any one of claims 7 to 19, wherein the connectable interfaces of each vehicle connection section are arranged to connect with each other to connect the passageway and therefore the vehicle connection sections, thereby forming an elongated passageway and therefore an elongated vehicle connection section.

21. 21. The first and second vehicle junctions of claim 20, wherein the walls, roof and floor of each vehicle junction are interconnected to form an interconnected roof and floor and first and second interconnecting walls.

22. 22. The first and second vehicle connection of claim 21, wherein retraction and extension of the roof and floor sections are restricted when the floor and roof sections are interconnected.

23. in use, the extended car connecting portion connects ends of the first and second rail cars to one another and is in a neutral configuration when the ends of the rail cars are parallel to one another and in a swiveled configuration when the ends of the rail cars are non-parallel to one another; During the neutral configuration, the longitudinal lengths of the pair of wall portions of the interconnecting wall are the same; 23. The first and second vehicle connection sections according to claim 21 or 22, characterized in that during the pivoting arrangement, the longitudinal lengths of the pair of wall sections of the interconnecting wall are arranged to be changed in opposite directions to each other, and the longitudinal length of the extended passageway remains constant.

24. 24. The first and second vehicle connection section of claim 23, wherein the wall, floor and roof sections are vertically movable to accommodate changes in height of the first and second railway cars when forming the extended vehicle connection section.

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