Abstract:
The present invention provides for a flexible connection for connecting train cabins in a train. The connection comprises a first tubular train cabin having an end portion having a first diameter and a second tubular train cabin having a front portion having a second diameter. The second diameter is greater than the first diameter such that the end portion of the first train cabin fits within the front portion of the second train cabin.  
     At least one flexible buffer ring, extending around an outer circumference of the end portion of the first train cabin is positioned as a cushion between the outer circumference of the end portion of the first train cabin and the inner circumference of the front portion of the second train cabin such that when the train enters a curve and the first train cabin turns relative to the second train cabin about a pivot axis. The flexible buffer ring provides a stable cushioned connection between the train cabins.

Description:
FIELD OF THE INVENTION  
         [0001]    The present invention relates to a joint for connection of train cabins. More specifically, the present invention relates to a flexible joint for connection of high speed train cabins.  
         BACKGROUND  
         [0002]    Advances in high speed trains have allowed manufactures to create trains capable of speeds well in excess of 100 mile per hour. In order to accomplish this, not only have the power sources been increased in performance but other advances have been made in order to accommodate the increased speeds. Simple addition of more powerful engines is insufficient in and of itself to greatly increase the overall train speed because the older parts still used in the cabins and trucks of the trains limit the overall speed.  
           [0003]    Several advances have been made to accommodate the increased power sources so that the cabins will present less limiting factors to the overall train speed. For example, the most common advances include tilting mechanisms which allow trains to tilt into turns so that higher speeds can be maintained on curved track. Other advances include different forms of track and truck connections such as magnetic and air levitation which greatly reduce the accompanying noise as well as preventing speed loss due to friction.  
           [0004]    However, there are still many mechanical connection points in trains which still pose limiting factors which prevent the power sources from fully increasing the overall train speed to full potential. One such mechanical interconnection occurs at the meeting place between train cabins which are usually connected with a coupling device. The coupling devices currently in use have metal joints which allow some axial motion between each other causing imperfect connections which present limiting factors for the overall train speed. The currently used connectors are not capable of maintaining good connection at higher speeds. Also, the current coupling devices add to the noise associated with the train cabin connectivity, particularly at high speeds.  
           [0005]    Therefore, a need exists in the industry of high speed trains to provide a joint for connection train cabins which is compatible with high speed connectivity and does not suffer from the traditional drawbacks of mechanical couplers. The present invention provides such a joint.  
         SUMMARY OF INVENTION  
         [0006]    As such, the present invention looks to overcome the drawbacks associated with the prior art and provides for a flexible connection for connecting train cabins in a train. The connection is comprised of a first tubular train cabin having an end portion with a first diameter. A second tubular train cabin is provided having a front portion having a second diameter, where the second diameter is greater than the first diameter. This allows the end portion of the first train cabin to fit within the front portion of the second train cabin.  
           [0007]    At least one flexible buffer ring is provided which extends around an outer circumference of the end portion of the first train cabin, positioned as a cushion between the outer circumference of the end portion of the first train cabin and the inner circumference of the front portion of the second train cabin. In this configuration, when the train enters a curve and the first train cabin turns relative to the second train cabin about a pivot axis the flexible buffer ring provides a stable cushioned connection between the train cabins.  
       
    
    
     BRIEF DESCRIPTION OF FIGURES  
       [0008]    [0008]FIG. 1 illustrates a top view of a flexible connection, in accordance with one embodiment of the present invention;  
         [0009]    [0009]FIG. 2 illustrates a close up top view of buffer rings, in accordance with one embodiment of the present invention; and  
         [0010]    [0010]FIG. 3 illustrates a close up top view of a separator, in accordance with one embodiment of the present invention.  
     
    
     DETAILED DESCRIPTION  
       [0011]    In one embodiment of the present invention as illustrated in FIG. 1, the present invention is directed to a flexible connection  10  for use in connecting train cabins in high speed train. Although connection  10  is designed to supply a better means of connecting train cabins compatible with high speeds this is in no way intended to limit the scope of the present invention. For example, the same connection means can be used on standard or older model trains if the situation were to present itself. However, for the purposes of illustration, connection  10  will refer to a connection between the cabins of high speed, trains designed to travel in excess of 100 miles per hour.  
         [0012]    In one embodiment of the present invention, as illustrated in FIG. 1, a first train cabin  12 , and a second train cabin  14  are linked at flexible connection  10 . For the purposes of illustration both cabins  12  and  14  are substantially tubular in shape, however, other shapes can be used. Cabins  12  and  14  are preferably constructed of aluminum materials similar to a monocoque aircraft skin design, however any design using lightweight, durable metal can be used provided it meets the necessary specifications for high speed train cabins.  
         [0013]    As illustrated in FIG. 1, first train cabin  12  has a tapered end portion  16  having an outer circumference  18 . Tapered end portion  16  fits within a front portion  20  of second train cabin  14  in order to connect cabins  12  and  14 .  
         [0014]    In another embodiment of the present invention as illustrated in FIGS. 1, and  2  tapered end portion  16  of first train cabin  12  maintains first and second outer ring flanges  30  and  31  disposed about outer circumference  18  of first train cabin  12  and extends to inner perimeter  24  of front portion  20  of second train cabin  14 . First and second outer flanges  30  and  31  which extend across the gap between first and second train cabins  14 , form a closed volume  32 .  
         [0015]    Additionally, a separator ring  34  may be located on outer circumference  18  of first train cabin  12 , disposed such that it bisects outer flanges  30  and  31  so as to further subdivide closed volume  32  into first and second chambers  36  and  37 .  
         [0016]    In an alternative embodiment of the present invention, as illustrated in FIG. 1, front portion  20  of second train cabin  14  maintains first and second inner ring flanges  40  and  41  disposed about inner circumference  24  of second train cabin  14  and extends to outer perimeter  18  of tapered end portion  16  of first train cabin  12 . First and second inner flanges  40  and  41 , which extend across the gap between first and second train cabins  14 , form a closed volume  42 .  
         [0017]    Additionally, a separator ring  44  may be located on inner circumference  24  of second cabin  14 , disposed such that it bisects inner flanges  40  and  41  of second train cabin  14  such that closed volume  42  is further subdivided into first and second chambers  46  and  47 .  
         [0018]    It should be noted that for the purposes of illustration, ring flange assemblies discussed below refer to flanges  30 ,  31  and separator ring  34  disposed on first train cabin  12 , however, this is in no way intended to limit the scope of the present invention. For example, the entire flange assembly, such as those discussed above as flanges  40 ,  41  and separator ring  44 , can be entirely located on second train cabin  14 . Either configuration is acceptable provided that the entire flange assembly is disposed on one of the two connected train cabins. Their operation in connection with train cabins  12  and  14  are discussed below in detai.  
         [0019]    In another embodiment of the present invention, as illustrated in FIGS. 1 and 2, a flexible buffer ring  50  is disposed about outer circumference  18  of tapered end portion  16  of first train cabin  12  and configured to provided a cushion to fill the gap between tapered inner portion  16  of first train cabin  12  and front portion  20  of second train cabin  14 . Additionally, consecutively placed buffer rings  50  can be used in order to provide additional stability to the connection.  
         [0020]    Buffer rings  50  are preferably constructed in a flexible rolling diaphragm design of woven or rubberized fabric, however this is in no way intended to limit the scope of the present invention. The use of any substance, capable of being pressurized in some capacity, which provides an adequate cushion between first and second train cabins  12  and  14 , is within the contemplation of the present invention.  
         [0021]    Buffer rings  50 , are preferably filled with air or water based liquids which provide adequate resistance to the opposing walls of front portion  20  of second train cabin  14  and tapered end portion  16  of first train cabin  12  such that when the train enters a curve at high speeds, buffer rings  50  will be sufficiently rigid so as to prevent first and second train cabins from contacting one another yet sufficiently elastic so as to allow cabins  12  and  14  to turn with respect to one another about the bend axis.  
         [0022]    Buffer rings  50  may be filled, with either air or liquid, to a pressure sufficient to cushion cabins  12  and  14 . Buffer rings  50 , based on their size and the surface area in contact with cabins  12  and  14  are preferably filled to a low pressure in the range of 5-25 psi, however, this is in no way intended to limit the scope of the present invention. Any pressure capable of providing the necessary level of rigidity/elasticity, taking into account such variables as temperature, train speed and train weight, is within the contemplation of the present invention.  
         [0023]    In another embodiment of the present invention, as more clearly illustrated in FIG. 2, buffer rings  50  are disposed around outer circumference  18  of tapered end  16  of first train cabin  12  such that rings  50  are disposed in closed volume  32 . For the purposes of illustration closed volume  32  formed by first and second outer flanges  30  and  31  will be used throughout.  
         [0024]    Buffer rings  50  are disposed within closed volume  32  so as to keep rings  50  within a limited confines so that rings  50  do not slip off of the end of tapered end portion  16  of first cabin  12  so as to maintain a stable cushion between train cabins  12  and  14 .  
         [0025]    In another embodiment of the present invention, as illustrated in FIG. 2, buffer rings  50  are disposed within closed volume  32  in first and second chambers  36  and  37 , such that rings  50 , which provide the bumper between inner circumference  24  of second train cabin  14  and outer circumference  18  of first train cabin  12  for movements transverse to the axis of train movement, will also be in contact with first and second train cabins  12  and  14  via separator ring  34  in the axis of train movement. In this configuration, not only will rings  50  provide a cushion between cabins for angled turn movements outside of the train movement axis between the cabins (along the bend axis), but also will provide addition cushioning when the train stops and starts, where first and second train cabins  12  and  14  move closer and further apart within the train movement axis.  
         [0026]    Any number of rings  50  may be employed in first and second chambers  36  and  37  of closed volume  32  such that failure of a single ring  50  will not entirely destroy the overall connectivity benefits between first and second train cabins  12  and  14 .  
         [0027]    In another embodiment of the present invention as illustrated in FIG. 3, a retractable separator mechanism  22  is disposed in either one of first train cabin  12  or second train cabin  14 , configured to securely attach the opposite train cabin. For the purposes of illustration, cabin separator mechanism  22  is located in second train cabin  14 , however this is in no way intended to limit the scope of the invention.  
         [0028]    Retractable separator mechanism  22  is located within front portion  20  of second train cabin  14 . Retractable separator mechanism  22  is comprised of a gear motor  26  and a gear locking ring  25  having cam surfaces located thereon. A series of locking pins  27  are disposed on the end of a connector ring  39 . Locking pins  27  maintain gear notches  23  for accepting the cam surfaces of locking ring  25 . Additionally, a separator ring  34 , rigidly coupled to connector ring  39 , is disposed between buffer rings  50  further adds stability to the connectivity between train cabins  12  and  14  as discussed above. Separator ring  34 is preferably rectangular in shape, designed to press against separator ring  50  in closed volume  32 .  
         [0029]    As illustrated in FIG. 3, connector ring  39  extends from locking pins  27 , past second outer flange  31  and upwardly towards the center of connection  10  to separator ring  34 . It should be noted that FIG. 3 is a cutaway view of connection  10  and as such, only one locking pin  27  connection is illustrated. However, as both cabins  12  and  14  are cylindrical in shape it is within the contemplation of the present invention that the series of locking pins  27  are disposed around the circumference of cabins  12  and  14  so as to provide a more stable connection between the two.  
         [0030]    When connecting first train cabin  12  to second train cabin  14 , the entire assembly of first and second outer flanges  30  and  31  are attached to tapered end portion  16  of first train cabin  12 . As illustrated in FIG. 3, separator ring  34 , coupled to connector ting  39  is disposed such that the separator ring  34  is placed in closed volume  32 , between at least on buffer ring  50  on the side of first outer flange  30  and a buffer ring  50  on the side of second outer flange  31 .  
         [0031]    After separator ring  34  is in place, locking pins  27 , coupled to separator ring  34  via connecting ring  39  are moved into proximity with retractable separator mechanism  22  located on second train cabin  14 . After train cabins  12  and  14  are in place and locking pins  27  are inserted into retractable separator  22 , gear motor  26  rotates gear locking ring  25  such that its cam surface engages gear notches  23  of locking pins  27 , thereby securing together first and second train cabins  12  and  14 . Thus, in the attached position, connection and axial and compression movement between first and second cabins  12  and  14  is supported through the interaction between separator ring  34  and buffer rings  50  in closed volume  32 . In order to uncouple the cabins gear motor  26  simply rotates gear locking ring  25  so as to disengage its cam surface from gear notches  23  of locking pins  27 .  
         [0032]    While only certain features of the invention have been illustrated and described herein, many modifications, substitutions, changes or equivalents will now occur to those skilled in the art. It is therefore, to be understood that this application is intended to cover all such modifications and changes that fall within the true spirit of the invention.