Car transfer
Car transfer for passenger coaches
In the case of passenger coaches, the wagon transition refers to the transition between two cars . In earlier years, there were no car crossings, as the originally used compartment cars meant that there was no passage through the car, but each compartment had a separate door to the outside. In the case of through cars, in particular open plan cars with a central aisle and the entrances via open end platforms of the American design, there were open transition options very early on, which were only protected by railings. In Europe, these were only approved for use by train crews due to the large distance between the wagons due to the screw coupling.
With the development of the express train wagons with side aisles, transition options between the wagons were created, which could be used safely not only by staff but also by travelers during the journey. For this purpose, closed crossings were built in addition to the open ones. These were initially designed as bellows for decades, and finally as rubber bulges in new cars from around 1950 . Bellows and rubber bulge transitions of freely deployable passenger coaches are standardized according to UIC 561 so that internationally used coaches can be coupled with one another without any problems. For connection with bellows, rubber bulge transitions were equipped with two lateral tension springs. Since passenger coaches with bellows transitions became meaningless, they have been removed again and no longer installed in new coaches. In vehicles that usually stay together, in particular within multiple units, bellows are still used because of their better sealing.
On branch lines in particular, the car crossings remained open until after the Second World War. To make it usable for travelers, the sides were protected by high concertina bars. Such transitions have persisted up to the present, for example with railcars in the Czech Republic. Their advantage is that they can be drawn into the car body contour almost without a trace at the ends of the train.
Open car crossing
Bellows with standardized connection frame (retracted)
UIC 561 rubber bead with clamping devices for coupling with bellows
Pressure-tight bellows in an ICE 1
Interlocking interchange of InterCityExperimental
Pressure-capable Huebner car junction (ex SIG), can be coupled with rubber bulge junctions
ČD sidecar type Bix with open transitions protected by a concertina gate when retracted
Passenger coaches in suburban traffic from Buenos Aires. Foldable transition bridges and thus sufficient working space for the coupler do not exist with this type of construction.
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Common to all types is a transition bridge, which consists of a foldable and movable sheet at each end of the car. The sheets overlap so that a closed step surface remains even in arches. In some cases, the transition bridges are also guided through the buffers or the lateral deflection of the coupling. The metal sheets are moved back into their starting position by leaf springs or similar reset devices.
In the InterCity Experimental , form-fitting intercar crossovers were installed for the first time, which were intended to greatly reduce the air resistance of the train . The concept was not adopted in the series-produced ICE trains.
Transitions that follow the contour of the car body will be used in the Zefiro China (CRH380D) and the ETR 1000 from 2012 for aerodynamic reasons.
Car transfer for freight wagons
According to the line regulations (LEIVO), wagon crossings in freight wagons determine which straightening unit should be transferred from which freight train at which marshalling yard to which outgoing train and to which shunting yard. The LEIVO are schedule-dependent and the marshalling yards receive graphic "interchange plans" and handy maneuvering overviews for implementation.
