DE102004014903A1 - Vehicle, in particular lane-guided vehicle, with articulated vehicle bodies - Google Patents

Abstract

u Track-guided vehicle comprises hinges (SNWG *>, SWG *>) supporting a freight car (MWK) and permitting oscillations about a longitudinal axis of the car. The oscillations of the car are coupled in the hinges so that the oscillation angle of the freight car in one hinge (SWG *>) and the oscillation angle of the freight car in the other hinge (SNWG *>) stay together. The freight car is supported over both hinges. Preferred Features: The oscillation movements of the freight car is dampened in the hinges.

Description

The The invention relates to a vehicle, in particular a track-guided vehicle, consisting of at least three articulated car bodies, of which at least one car body MWK (mid-body) not supported on one or more drives but via car body joints on the two adjacent car bodies LWK (drive car bodies), which itself in turn each supported on at least one drive.

at such vehicles are at least between two adjacent Drives arranged two cart body joints. So it is possible the Distance between these neighboring drives relatively large, because the vehicle through his Wagenkastengelenke in an optimal way a predetermined envelope profile can adapt. However, this otherwise advantageous large drive distance brings also a disadvantage with it. This occurs when driving on a lane twist, for example, when driving over a ramp on the Beginning or end of an inflated course. On the one hand, greater stresses arise the car bodies in terms of torsion about the longitudinal axis (x-axis) and on the other hand Larger redistributions occur the wheelwright forces. The latter especially for track-guided Vehicles then be critical if the carrying wheels simultaneously the tracking function have, just as with rail vehicles. If too much reduction the wheel contact force can not secure tracking then more guaranteed become. Rail vehicles, for example, talk about it that the security against twisting derailment no longer exists is.

Further tightened becomes the situation described above, if to achieve a large vehicle length drive car bodies and Central car bodies repeatedly strung together by means of joints. It arises such as the often referred to as multi-articulated vehicle vehicles, how to they are common today as low-floor tram cars encounters. The torsional stress of the car bodies and the redistribution of the wheel contact and concomitant reductions in wheel-upforce Lane distortion then increase to a great extent.

• 1. Die Gelenke zwischen den Wagenkästen ermöglichen zunächst folgende Drehbewegungen der benachbarten Wagenkästen zueinander: • eine Schwenkbewegung um eine Hochachse (z-Achse) und • eine Nickbewegung um eine Querachse (y-Achse). Ein solches Wagenkastengelenk kann als Schwenk-Nick-Gelenk (SNG) bezeichnet werden. Es verfügt über zwei Freiheitsgrade und bindet vier Freiheitsgrade. Gebunden werden durch das Schwenk-Nick-Gelenk Verschiebungen der Wagenkästen zueinander in alle drei Koordinatenrichtungen und die Wankbewegung der Wagenkästen zueinander um eine Längsachse (x-Achse). In 1 ist eine häufig anzutreffende Ausführungsform auch für ein solches Wagenkastengelenk (SNG) prinzipiell dargestellt. Hier ist im Bereich des Fußbodens der Wagenkästen ein sphärisches Lager 1 angeordnet. Dieses in der Regel als axiales Kugelgelenk ausgebildete Lager bindet drei Freiheitsgrade. Es verhindert die Verschiebung der Wagenkästen zueinander in alle drei Koordinatenrichtungen. Jedoch werden Drehbewegungen der Wagenkästen zueinander gleich um welche Achse durch ein solches Lager nicht verhindert. Dazu bedarf es bei einer solchen Ausführungsform für ein Schwenk-Nick-Gelenk weiterer Konstruktionselemente. Um das Wanken der Wagenkästen zueinander zu unterbinden, kann hier beispielsweise im Dachbereich eine Querkoppelstange 2 zwischen die Wagenkästen montiert werden. Es gibt weitere bekannte Ausführungsformen für Schwenk-Nick-Gelenke. Beispielsweise kann im Fußbodenbereich der Wagenkästen ein horizontal liegender Kugeldrehkranz vorgesehen sein, der allein fünf Freiheitsgrade bindet. Er lässt nur Schwenkbewegungen um seine vertikale Drehachse (z-Achse) zu. Um hier ein Schwenk-Nick-Gelenk zu realisieren, wird einer der mittels dieses Gelenkes verbundenen Wagenkästen gelenkig am Kugeldrehkranz abgestützt. Diese gelenkige Abstützung am Kugeldrehkranz erlaubt eine Drehbewegung um eine Querachse (y-Achse) und somit Nickbewegungen der Wagenkästen zueinander. Ein Mittel-Wagenkasten ohne Laufwerke ist bei Verwendung der beschriebenen Schwenk-Nick-Gelenke für seine beiden Enden mehr als hinreichend auf die benachbarten Laufwerk-Wagenkästen abgestützt. Bezüglich seiner Wankabstützung liegt eine statische Überbestimmtheit vor, da diese Abstützung gleichzeitig über zwei Wagenkastengelenke erfolgt. Hierin liegt auch der Grund dafür, dass beim Befahren von Fahrbahnverwindungen statische Umverteilungen der Radaufstandskräfte stattfinden und erhebliche Torsionsbeanspruchungen um die Längsachse im Wagenkasten aufgebaut werden.
• 2. Eine weitere prinzipielle Gelenkausführung lässt nur eine Schwenkbewegung um eine Hochachse (z-Achse) der Wagenkästen zueinander zu. Ein solches Gelenk kann als Schwenk-Gelenk (SG) bezeichnet werden. Es ist stets dann an einem Ende eines Laufwerk-Wagenkastens als Gelenkverbindung zu einem Mittel-Wagenkasten erforderlich, wenn sich der Laufwerk-Wagenkasten nur auf ein Laufwerk abstützt, welches allein keine ausreichende Nickabstützung gewährleisten kann und auch keine weitere Abstützung des Laufwerk-Wagenkastens über ein weiteres Gelenk unmittelbar auf einen direkt benachbarten Laufwerk-Wagenkasten erfolgt. Auch für ein solches Wagenkastengelenk (SG) ist in 1 eine häufig anzutreffende Ausführungsform prinzipiell dargestellt. Auch hier ist im Bereich des Fußbodens der Wagenkästen ein sphärisches Lager 1 angeordnet, welches allein wohl Verschiebungen der Wagenkästen zueinander verhindert, nicht aber Drehbewegungen um irgendeine Achse. Dazu wird in der Regel im Dachbereich des Fahrzeuges ein weiteres Lager 3 vorgesehen. Für dieses Dachlager 3 kommt vorzugsweise ebenfalls ein sphärisches Lager zum Einsatz. Ein derart ausgebildetes Wagenkastengelenk verfügt nun nur noch über einen Freiheitsgrad. Die mittels dieses Gelenkes gekoppelten Wagenkästen können nur noch Schwenkbewegungen um eine Hochachse (Schwenkachse 4) ausführen, wobei diese Schwenkachse 4 durch die Verbindungslinie zwischen den Drehmittelpunkten der beiden Lager 1 und 3 im Fußboden- bzw. im Dachbereich repräsentiert wird. Auch für ein Schwenk-Gelenk sind weitere Ausführungsformen bekannt. Beispielsweise stellt der schon erwähnte horizontal liegende Kugeldrehkranz im Fußbodenbereich der Wagenkästen allein eine mögliche Ausführungsform für ein Schwenk-Gelenk dar. Er bindet fünf Freiheitsgrade und lässt nur Schwenkbewegungen um eine senkrechte Achse (z-Achse) zu. Werden nun ein oder auch beide Schwenk-Nick-Gelenke am Mittel-Wagenkasten durch Schwenkgelenke ersetzt um benachbarte Laufwerk-Wagenkästen hinsichtlich Nicken abzustützen, ändert sich an der statischen Überbestimmtheit hinsichtlich der Wankabstützung des Mittel-Wagenkastens nichts. Umverteilung der Radaufstandskraft und Torsionsbeanspruchung der Wagenkästen beim Befahren von Fahrbahnverwindungen bleiben unverändert. Die Bindung zusätzlicher Freiheitsgrade in den Wagenkastengelenken ist nur für die Nickabstützung der Laufwerk-Wagenkästen von Bedeutung.
• 3. Um die Umverteilung der Radaufstandskraft und Torsion des Wagenkastens als Folge der statischen Überbestimmtheit hinsichtlich Wankabstützung der Mittel-Wagenkästen zu reduzieren, ist es sinnvoll und bekannt, in einem der Gelenke, die den Mittel-Wagenkasten auf benachbarte Laufwerk-Wagenkästen abstützen, Wankbewegungen zwischen den Wagenkästen zuzulassen. Dieses eine Gelenk bindet also einen Freiheitsgrad weniger. Der Mittel-Wagenkasten stützt sich nun hinsichtlich Wanken nur auf einen der beiden benachbarten Wagenkästen über das jeweils andere Gelenk ab, also statisch bestimmt. Das zuvor genannte Schwenk-Nick-Gelenk wird nun in seiner Funktionsweise entsprechend verändert. Wankbewegungen der Wagenkästen zueinander werden jetzt zugelassen und ein solches Gelenk kann als Schwenk-Nick-Wank-Gelenk (SNWG) bezeichnet werden. Es bindet tatsächlich nur noch drei Freiheitsgrade, nämlich die drei möglichen Verschieberichtungen der Wagenkästen zueinander. Drehbewegungen der Wagenkästen zueinander um jede der drei möglichen Achsen sind im Schwenk-Nick-Wank-Gelenk ausführbar. Als mögliche Ausführungsform lässt sich ein solches Wagenkastengelenk (SNWG) aus einem Schwenk-Nick-Gelenk (SNG) mit sphärischem Lager im Fußbodenbereich leicht erstellen. Dazu wird die Querkoppelstange 2 im Dachbereich entfernt. Soll für das Schwenk-Nick-Wank-Gelenk als weitere Ausführungsform beispielsweise ein Kugeldrehkranz im Fußbodenbereich eingesetzt werden, so müsste dieser kardanisch gelagert zwischen den beiden Wagenkästen montiert sein.
• 4. Die vierte bekannte prinzipielle Gelenkausführung hinsichtlich ihrer Wirkungsweise ist abgeleitet aus dem Schwenk-Gelenk. Dazu wird auch zu dieser Gelenkausführung ein Freiheitsgrad hinzugefügt. Es ist nun möglich, dass die über ein solches Gelenk verbundenen Wagenkästen zueinander nicht nur Schwenkbewegungen um eine senkrechte Achse (z-Achse) ausführen können sondern auch Wankbewegungen um eine Längsachse (x-Achse). Ein solches Gelenk kann als Schwenk-Wank-Gelenk (SWG) bezeichnet werden. Mögliche und bekannte Ausführungsformen für ein Schwenk-Wank-Gelenk sind in den 2 bis 4 schematisch dargestellt, wobei hier nur die Lagerausführung im Dachbereich als Einzelheit gezeigt wird. Im Bereich des Fußbodens bleibt das sphärische Lager 1, wie es bei den Fahrzeuggelenken entsprechend 1 zur Anwendung kommt, erhalten. Bei der Ausführungsform gemäß 2 wird der Freiheitsgrad für das Wanken erzielt, indem das Dachlager 3 in einer Lagerkonsole 6 querverschiebbar angeordnet ist. Diese Querverschiebbarkeit des Dachlagers 3 in einer Lagerkonsole 6 wird hier durch die Aufnahme dieses Dachlagers 3 in einem quer angeordnetem Langloch 5 erreicht. Eine weitere Gestaltungsmöglichkeit bietet sich durch eine querverschiebbar am Wagenkasten angeordnete Lagerkonsole 6. Wie 3 zeigt, ist die Lagerkonsole 6 zum Erzielen der gewünschten Querverschiebbarkeit am Wagenkasten mittels Schiebesitzen 7 montiert. 4 verdeutlicht eine weitere Ausführungsform für ein Schwenk-Wank-Gelenk. Das bisher übliche Dachlager 3 ist hier praktisch auf zwei Lager mit einem Längsabstand aufgeteilt. Verbunden werden diese beiden Lager durch den Längslenker 8. Auch mittels Kugeldrehkranz im Fußbodenbereich lässt sich ein Schwenk-Wank-Gelenk darstellen. Einer der beiden durch das Gelenk verbundenen Wagenkästen müsste sich gelenkig zum Kugeldrehkranz hin abstützen, wobei die Drehachse dieser gelenkigen Abstützung in Längsrichtung verlaufen muss.

In vehicles of the generic type following four principal joint designs are known in terms of their mode of action:

• 1. The joints between the car bodies initially allow the following rotational movements of the adjacent car bodies to each other: • a pivoting movement about a vertical axis (z-axis) and • a pitching motion about a transverse axis (y-axis). Such a body joint may be referred to as a swivel pitch joint (SNG). It has two degrees of freedom and binds four degrees of freedom. Are bound by the pivot-pitch joint displacements of the car bodies to each other in all three coordinate directions and the rolling motion of the car bodies to each other about a longitudinal axis (x-axis). In 1 is a common embodiment also shown for such a car body joint (SNG) in principle. Here is in the area of the floor of the car bodies a spherical bearing 1 arranged. This usually designed as an axial ball joint bearing binds three degrees of freedom. It prevents the displacement of the car bodies to each other in all three coordinate directions. However, rotational movements of the car bodies are not prevented from each other equal to which axis by such a bearing. This requires in such an embodiment for a swivel-joint joint further construction elements. To prevent the rolling of the car bodies to each other, can here, for example, in the roof area a cross coupling rod 2 be mounted between the car bodies. There are other known embodiments for swing pitch joints. For example, may be provided in the floor area of the car bodies a horizontally lying slewing ring, which binds five degrees of freedom alone. It allows only pivoting movements about its vertical axis of rotation (z-axis). In order to realize here a swivel-pitch joint, one of the car bodies connected by means of this joint is articulated on the slewing ring. This articulated support on the slewing ring allows a rotational movement about a transverse axis (y-axis) and thus pitching movements of the car bodies to each other. A center car body without drives is more than sufficiently supported on the adjacent drive car bodies when using the described pivot-pitch joints for its two ends. With regard to its roll support, there is a static overdetermination, since this support takes place simultaneously via two body joints. This is also the reason why static reversals of the wheel contact forces take place when driving on the road, and considerable torsional stresses are built up around the longitudinal axis in the car body.
• 2. Another principal joint design allows only a pivoting movement about a high axis (z-axis) of the car bodies to each other. Such a joint may be referred to as a swivel joint (SG). It is always at one end of a drive car body as a hinge connection to a center car body required when the drive car body is supported only on a drive, which alone can not ensure sufficient pitch support and no further support of the drive car body via a another joint takes place directly on a directly adjacent drive car body. Also for such a carbody joint (SG) is in 1 a commonly encountered embodiment illustrated in principle. Again, in the area of the floor of the car bodies is a spherical bearing 1 arranged, which alone probably displacements of the car bodies prevents each other, but not rotational movements about any axis. This is usually in the roof area of the vehicle another camp 3 intended. For this roof storage 3 preferably also a spherical bearing is used. Such trained Wagenboxgelenk now only has one degree of freedom. The coupled by means of this joint car bodies can only swing movements about a vertical axis (pivot axis 4 ), this pivot axis 4 through the connecting line between the centers of rotation of the two bearings 1 and 3 is represented in the floor or in the roof area. Also for a pivot joint further embodiments are known. For example, the already mentioned horizontal slewing ring in the floor area of the car body alone represents a possible embodiment for a pivot joint. It binds five degrees of freedom and allows only pivoting movements about a vertical axis (z-axis). Now, if one or both pivot-pivot joints on the center car body replaced by swivel joints to support adjacent drive car bodies in pitch, nothing changes in the static overdetermination with respect to the roll support of the mid-body. Redistribution of Radaufstandskraft and Torsionsbeanspruchung the car bodies when driving on Fahrleiverwindungen remain unchanged. The binding of additional degrees of freedom in the Wagenkastengelenken is only for the pitch support of the drive car bodies of importance.
• 3. In order to reduce the redistribution of the wheel tread and torsion of the car body as a result of static overdetermination in terms of roll support of the center car bodies, it is useful and known in one of the joints that support the center car body on adjacent drive car bodies, rolling between to allow the car bodies. So one joint binds one less degree of freedom. The center car body is now supported with respect to rolling only on one of the two adjacent car bodies on the other joint from, so statically determined. The aforementioned pivot-pitch joint is now changed accordingly in its operation. Rolling movements of the car bodies relative to one another are now permitted and such a joint can be referred to as a swivel-pitch-roll joint (SNWG). It actually binds only three degrees of freedom, namely the three possible displacement directions of the car bodies to each other. Rotational movements of the car bodies relative to each other about each of the three possible axes can be executed in the swivel-pitch-roll joint. As a possible embodiment, such a car body joint (SNWG) from a pivot-pivot joint (SNG) with spherical bearing in the floor area easily create. For this purpose, the cross coupling rod 2 is removed in the roof area. If, for example, a ball slewing ring in the floor area is to be used for the swivel-pitch-roll joint as a further embodiment, then it would have to be mounted gimbally mounted between the two coach bodies.
• 4. The fourth known principle joint design with regard to their mode of action is derived from the pivot joint. For this purpose, a degree of freedom is also added to this joint design. It is now possible that the car bodies connected via such a joint can perform not only pivoting movements about a vertical axis (z-axis) but also rolling movements about a longitudinal axis (x-axis). Such a joint can be called a swivel-roll joint (SWG). Possible and known embodiments for a pivot-roll joint are in the 2 to 4 shown schematically, only the bearing design in the roof area is shown as a detail here. In the area of the floor remains the spherical bearing 1 , as is the case with the vehicle joints 1 is used. In the embodiment according to 2 the degree of freedom for rolling is achieved by the roof bearing 3 in a warehouse console 6 is arranged transversely. This Querverschiebbarkeit the roof warehouse 3 in a warehouse console 6 is here by the inclusion of this roof storage 3 in a transverse slot 5 reached. Another design option is provided by a transversely displaceable on the car body arranged bearing bracket 6 , As 3 shows is the bearing bracket 6 to achieve the desired Querverschiebbarkeit the car body by means of sliding seats 7 assembled. 4 illustrates a further embodiment of a swivel-roll joint. The usual roof storage 3 here is practically divided into two bearings with a longitudinal distance. These two bearings are connected by the trailing arm 8th , Also by means of ball slewing rings in the floor area, a swivel-roll joint can be displayed. One of the two car bodies connected by the joint would have to be articulated to the ball slew ring, wherein the axis of rotation of this articulated support must extend in the longitudinal direction.

The Allowing rolling movements of the car bodies to each other in a Supporting Center Car Chassis Joint has some not inconsiderable disadvantages. The center car body may vary in terms of just about the other joint supported on a drive car body. As a result, the reaction forces are off Centrifugal force, wind load and roll dynamics on this drive car body significantly higher, as if the center carbody were supported on both adjacent drive car bodies. With regard to roll dynamics introduces the use of a swivel damper in the body joint, which Wankbewegungen the car bodies allows each other, a known approach to master the problem better. Such a joint steamer can as a hydraulic damper accomplished be in the Wagenkastengelenk the two adjacent car bodies in Connecting roof area with each other. When driving on Fahrleistverwindungen builds such a damper in dependence of the driving speed and the twisting tendency of the road twist but again torsional stresses in the car body structure and generates a redistribution of wheel contact forces.

At the Driving on the road, the total torsion angle, which is about the longitudinal distance both support bases which results in the center car body carrying drive car bodies, in a joint should be taken from the Fahrleiverwindung no torsional stress the car body structure and no redistribution of Radaufstandskraft result. This twist angle is often greater than the possible Roll angle of the car bodies in a joint to each other. Limiting usually affects the ability in the car body transition used bellows to allow thrusting movements. Also the possible ones versions the floor design in the area of the car body joint often set narrow limits the roll angle of car bodies to each other. Therefore, usually the roll angle of the adjacent car bodies each other in the car body joint by appropriate measures be limited. Such measures may be, for example roll limiting buffers and / or stops in the body joint. Also the aforesaid articulated damper can limit the roll angle if its stroke is dimensioned accordingly becomes. If the joint roll angle is limited, however, torsional stress occurs again the carbody structure and wheel rollover redistribution on, as soon as the twist angle becomes larger as the approved joint roll angle.

Of the The invention is therefore based on the object, the disadvantages mentioned which arise when none or only one of the two Supporting Center Car Chassis Joints rolling movements of the adjacent car bodies allows each other. It If a vehicle of the generic type is to be designed in such a way that it can negotiate Fahrleiverwindungen, without torsional stresses the car body structure and redistributions of the wheel load over a Center car body, and that it is the support of the Central car body in terms of wavering over both adjacent drive car bodies in the desired Distribution allows.

This object is achieved in that both the center car body supporting joints rolling movements about a longitudinal axis (x-axis) of each connected car bodies to each other that the rolling movements of the car bodies are coupled to each other in the two joints such that the Roll angle φ _{1 of} the car bodies to each other in a joint and the roll angle φ _{2 of} the car bodies to each other in the other joint in a functional relationship φ ₁ = f _φ (φ ₂ ), and that the center car body is in terms of rolling over both joints on both adjacent Drive car bodies supported, wherein the roll support moment M _W1 in a joint and the roll support torque M _W2 in the other joint in a functional relationship M _W1 = f _M (M _W2 ) are.

By the coupling of the rolling movements in both joints can be achieved Be sure that the mid-car case will waver on both supporting adjacent drive car bodies.

In the 5 and 10 is a principal embodiment for the coupling of Wankbe movements of the car bodies to each other in the joints, which support a center car body MWK represented. First, in both joints, the rolling motion of the respective car bodies is allowed to each other by pivot-Wank joints or pivot pitch-roll joints are used. These are already known as such, for. B. from the 2 and 3 , Without further action, the center car body would now not be supported in terms of rolling. He would tilt sideways. Therefore, the respective rolling movements of the car bodies must now be coupled to each other in the two the center car body supporting joints. To 5 and 10 This can be done by way of example so that at the drive car bodies LWK each one of the type forth from the swivel pitch joint known cross coupling rod 2 is mounted. On the side of the mid-body, this cross coupling rod 2 However, not directly mounted on the car body, but it engages an angle lever 9 who in turn is in a camp 10 is mounted rotatably on the center car body about a vertical axis. A rolling movement of the car bodies relative to one another in the joint thus leads to a rotational movement of the angle lever 9 around the vertical axis in the angle lever bearing 10 , The angle of rotation of the angle lever 9 is a measure of the roll angle of the car bodies to each other. This angle of rotation is inter alia by the lengths l ₁ and l _{2 of} the angle lever 9 certainly. Be the angle lever 9 coupled in their rotational movement, as well as the roll angle of the car bodies are coupled to each other in the two joints. For this coupling, the coupling elements 11 used. Be used angle lever, as in 5 shown in the vehicle transverse direction over two of their storage 10 may have outgoing legs, for example, as coupling elements 11 Ropes find use or tie rods, which are free of compressive forces. This can be very advantageous if the two joints to be coupled in the roll motion are far away from each other and thus buckling for the coupling elements could become relevant. Otherwise, of course, it only requires a single angle lever for each joint, which then together by means of a push-pull rod as a coupling element 11 are connected.

It is now a functional relationship φ ₁ = f _φ (φ ₂ ) made between the roll angle φ _{1 of} the car bodies to each other in one joint and the roll angle in the other joint. Since there is no torsional stress about its longitudinal axis transmitted from a supporting drive car body to the other supporting him carriage body over the structure of the center car body and thus the center car body is not rotated about its longitudinal axis, the sum of the two roll angle corresponds φ ₁ and φ ₂ in the two the center car body supporting joints the roll angle φ, which adjusts due to distortion of the roadway between the two supporting drive car bodies LWK. In addition to the functional relationship φ ₁ = f _φ (φ ₂ ), therefore, a second condition φ = φ ₁ + φ _{2 is} given, so that both angles are statically determined in their size.

During operation, lateral forces acting on the center car body, resulting, for example, from centrifugal forces when the boat is sailing and / or from wind loads. These must be transferred from the joints supporting the center car body to the drive car bodies. This takes place initially via the bearing elements arranged in the floor area (eg spherical bearing 1 ). However, since the line of action of the transverse forces is usually above these bearing elements, arises on the center car body a tilting moment about the longitudinal axis - the rolling moment M _W. Therefore, corresponding roll support moments must be transmitted in the joints, wherein the sum of the roll support moment M _W1 in one joint and the roll support moment M _W2 in the other joint corresponds to the roll moment M _W (M _W = M _W1 + M _W2 ). The roll coupling of the two hinges supporting the center car body not only produces a functional relationship to each other for the roll angles of the respective car bodies occurring in the joint, but also leads to a functional relationship M _W1 = f _M (M _W2 ) between the roll support moment M _W1 in FIG a joint and the rolling support moment M _W2 in the other joint. In analogy to the roll angles, two conditions are therefore also given for the two roll support moments, so that the roll support moments are also defined statically determined. The functional relationship f _M () for the roll support moments represents the inverse function of the functional relationship f _φ () for roll angles (f _φ () = f _M ^-1 ()). This applies as long as no further on the coupling elements described here for the rolling motion of the car bodies to each other in the joints beyond rolling-coupling elements in the joints such as dampers, spring elements, buffers and / or attacks are effective.

In the interpretation of the functional relationships for the roll angle or Wankstützmomente the choice of a continuous function is advantageous. Discrepancies in movement generate acceleration peaks, which in turn lead to a high level of dynamic force. It also makes sense to choose a steadily increasing function. A decreasing function course would mean that in a joint, a greater roll angle would be set, as he adjusts due to the Fahrleiverwindung between the two the middle car body supporting drive car bodies. The two Wankstützmomente in the two joints would be against act differently. A steadily decreasing course for the functional relationship to be produced would therefore be extremely unfavorable with regard to roll support of the center car body. Also, the envelope profile of the vehicle would increase. If in extreme cases such an unfavorable functional relationship would be φ ₁ = -φ ₂ , roll support would not be guaranteed at all. The center-car box MWK would tip over. Constructively, such a nonsensical embodiment would be conceivable, for example, if the two in 5 as drawbars over the center car body guided coupling elements 11 would be crossed and for the extreme case, the two angle lever 9 would have the same leg lengths l ₁ and l ₂ .

und für die Wankstützmomente mit der Gleichung

darstellen lassen. Sind beispielsweise die Hebelverhältnisse an den Winkelhebeln 9 in beiden den Mittel-Wagenkasten stützenden Gelenken gleich (l₁ = l₂), ergeben sich in beiden Gelenken gleiche Wankwinkel der jeweiligen Wagenkästen zueinander und gleiche Wankstützmomente.Are in 5 the leg lengths of the angle lever 9 and the lengths of the cross coupling rods 2 sufficiently large in relation to the angles of rotation that the angle levers 9 in their camps 10 can be assumed, with a good approximation of a linear relationship for φ ₁ and φ ₂ . The two angles and the two Wankstützmomente are each proportional to each other. In the embodiment according to 5 would the functional relationships for the roll angle with the equation

and for the roll support moments with the equation

let represent. For example, are the leverage ratios on the angle levers 9 in both the central car body supporting joints equal (l ₁ = l ₂ ), resulting in both joints same roll angle of the respective car bodies to each other and same Wankstützmomente.

In 6 is a further embodiment possibility for the constructive implementation of the functional relationships between the roll angles of the respective car bodies to each other and the Wankstützmomente shown in the two central car body supporting joints. Here are the off 4 known trailing arm 8th a swivel-roll joint and the 5 known angle lever 9 united into one component. As coupling elements 11 can here again train or train-pressure rods are used or else ropes in which, where appropriate, the use of guide rollers for the deflection of the cable direction can be considered. This could be useful if, for example, the roof structure of the vehicle complicates a simple rectilinear arrangement of the coupling elements. Besides - as in 7 shown - when using ropes 12 and the use of guide rollers 13 even on the cross coupling rod 2 and the angle lever 9 be waived. Finally, instead of ropes and possibly the guide rollers and floor cables can be used.

In addition to mechanically acting means for generating the functional relationships between the two roll _angles φ _⎕ and φ _{2 of} the car bodies to each other and between the two roll support moments M _W1 and M _W2 and hydraulic means can be used. Such a possibility is in 8th shown. A rolling movement of the car bodies to each other is in a piston movement on a hydraulic cylinder 14 implemented. The case displaced from the hydraulic cylinder oil quantity is by means of hydraulic lines 15 passed to another hydraulic cylinder associated with the other car body hinge of the center car body. As a result, a piston movement is now triggered on this hydraulic cylinder, which in turn leads to a roll angle of the car bodies connected to this joint to each other. Thus, the functional relationships between the two roll _angles φ _⎕ and φ _{2 of} the car bodies to each other and between the two Wankstützmomenten M _W1 and M _W2 are made. In this hydraulically acting embodiment of the invention, the functional relationship can be out of leverages and on the size of the piston surfaces of the hydraulic cylinder 14 influence. Preferably should for the hydraulic cylinder 14 Synchronous cylinder come to the application.

The embodiments described so far allow the vehicle to fully follow any lane twist. Torsionsbeanspruchungen about the longitudinal axis must therefore not be transferred from the center car body from one drive car body to another. In order to ensure for certain road conditions, such as one-sided height error of the road, that the vehicle does not follow too much the faulty road with rolling motions, it may be useful to dampen the rolling movements of the car bodies to each other in the joints by means of articulated mufflers. Dynamic then support the drive car bodies each other via the middle car body arranged therebetween. However, so again a damping force corresponding torsional stress of the car body structure and a corresponding redistribution of Radaufstandskräfte is caused. On the other hand, offers in this way the ability to dampen the roll behavior of the vehicle, at least to a certain extent, without affecting the damping of the vertical suspension. In addition to the usually usual arrangement of a hydraulic Gelenkwankdämpfers in the roof area transversely between the both in the joint interconnected car bodies (much like the hydraulic cylinder 14 in 8th ), are given for the arrangement of a damper at roll-coupled joints by the presence of the coupling elements many possibilities. Space problems are thus easier to solve. The damping force can act on any component involved in the roll coupling of the joints. For example, a swivel joint 16 at the angle lever 9 be mounted as it is in 9 is shown in principle. Due to the functional relationship between the respective roll angles of the car bodies to each other in the Wagenkastengelenken a single damper is required to dampen the rolling motion in both joints. According to the embodiment 8th , in which the functional relationships between the two roll _angles φ _⎕ and φ _{2 of} the car bodies to each other and between the two roll support moments M _W1 and M _W2 are generated by hydraulic means, the damping can be integrated directly into the hydraulic system by in the hydraulic lines 15 Throttling valves are provided or act these hydraulic lines themselves by appropriate cross-sectional choice due to the so definable flow resistance damping.

The bellows used for the transition from one car body to another in the area of the car body joints are often of relatively low stress with respect to shear deformation. Also, the execution of the floor in the joint area is often suitable only for low roll angle of the car bodies connected in the joint to each other. Therefore, should there be restrictions on the possible roll angles of the car bodies relative to each other in one or both of the central car box supporting joints, or for other reasons, it may be useful to make a limitation of the roll angle of the car bodies connected to each other in the joint. This can be done similarly to the arrangement of Gelenkwankdämpfern also characterized in that limiting elements act on any involved in the roll coupling of the joints components. In 9 is an example of a possible arrangement of Wankwinkelbegrenzenden buffers 17 shown the movements of the angle lever 9 limit and thus also the roll angle of the car bodies connected to each other in the joint. Because of the functional relationship between the respective roll angles of the car bodies to each other in the two car body joints of the center car body, it is also sufficient to carry out this Wankwinkelbegrenzung only once per center car body. Instead of in 9 illustrated buffers 17 can also attacks or spring devices are used. Stops generate discontinuous characteristic curves and thus force peaks and therefore do not usually represent the optimal solution. Each roll angle limitation with its action again leads to the development of torsional stresses on the structure of the center car body and consequently also for the redistribution of wheel contact forces. For example, instead of the in 9 shown buffer 17 Spring devices on the angle lever 9 on, so they also act even at small road distortions and produce even with small road distortions according to their spring stiffness torsional loads and a redistribution of Radaufstandskraft.

A Wankwinkelbegrenzung the car bodies to each other in the two car body joints of the center car body, for example, in a hydraulic arrangement 8th also be achieved by the stroke of the hydraulic cylinder 14 is limited accordingly, possibly also by elastically acting Hubbegrenzungselemente.

LWK

Car body, which is on at least one drive

supports (drive car body)

MWK

car body (Mid-car body), itself

Not supported on one or more drives

but about carbody joints to the two of him

neighboring car bodies LWK

SG

Car body joint with 1 degree of freedom for

pivoting movements the neighboring car bodies

to each other (Articulating)

SNG

Car body joint with 2 degrees of freedom for

pan and pitching movements of the neighboring ones

Car bodies to each other (swivel-pitch joint)

SWG

Car body joint with 2 degrees of freedom for

pan and rolling movements of the neighboring ones

Car bodies to each other (swivel-roll joint)

SNWG

Car body joint with 3 degrees of freedom for

pan, Pitching and rolling movements of the neighboring ones

Car bodies to each other (swivel-Nick-Wank-joint)

SWG *

Car body joint with 2 degrees of freedom for

pan and rolling movements of the neighboring ones

Car bodies to each other (swivel-roll joint), in which

the Rolling movements in a functional

context stand with the rolling motions of a

more Car body joint (SWG * or SNWG *)

SNWG *

Car body joint with 3 degrees of freedom for

pan, Pitching and rolling movements of the neighboring ones

Car bodies to one another (swivel-pitch-roll joint),

in which the rolling movements in a functional

context stand with the rolling motions of a

more Car body joint (SWG * or SNWG *)

1

spherical Warehouse in the area of the car body floor

2

Cross coupling rod in the roof area

3

roof storage

4

swivel axis

5

Long hole

6

bearing bracket

7

sliding seat

8th

Trailing arm

9

bell crank

10

Angle lever bearing

11

coupling element

12

rope

13

leadership

14

hydraulic cylinders

15

hydraulic line

16

Gelenkwankdämpfer

17

Buffer, Stop and / or spring element

x

longitudinal coordinate

y

transverse coordinate

z

vertical coordinate

φ ₁

roll angle around a longitudinal axis (x-axis) the car bodies

to each other in the first of the two mid-body cars

supporting joints

φ ₂

roll angle around a longitudinal axis (x-axis) the car bodies

to each other in the second of the two mid-body cars

supporting joints

φ

roll angle around a longitudinal axis (x-axis) of both

Drive car bodies to each other, the one together

Central car body support

φ = φ1 + φ2

f _φ ()

functional Relationship between the roll angles of the

dare

M _W1

Wankstützmoment in the first of the two, the middle

car body supporting joints

M _W2

Wankstützmoment in the second of the two,

car body supporting joints

M _W

at the Center car body acting roll moment

M _W = M _W1 + M _W2

f _M ()

functional Connection between the

Roll support moments M _W1 and M _W2

₁

Length of the longitudinal pointing thigh of the

bell crank 9 in the first of the two, the middle

car body supporting joints

l ₂

Length of the longitudinal pointing thigh of the

bell crank 9 in the second of the two,

car body supporting joints

k

proportionality

Claims (9)

Vehicle, in particular track-guided vehicle, consisting of at least three articulated car bodies, of which at least one car body MWK (center car body) is not supported on one or more drives but car body joints on the two adjacent car bodies LWK (drive car bodies), which in turn are supported in each case on at least one drive, characterized in that both the center car body supporting joints rolling movements about a longitudinal axis (x-axis) of the car bodies connected in each joint allow each other, that the rolling movements of the car bodies to each other in the two joints such that the roll angle φ _{1 of} the car bodies to each other in a joint SWG * and the roll angle φ _{2 of} the car bodies to each other in the other joint SNWG * in a functional relationship φ ₁ = f _φ (φ ₂ ), and that the middle Car body vary in terms of both e joints on both adjacent drive car bodies supported, wherein that the roll support torque M _W1 in a joint SWG * and the roll support torque M _W2 in the other joint SNWG * in a functional relationship M _W1 = f _M (M _W2 ) are. Vehicle according to claim 1, characterized in that the functional relationship f _M () for the rolling support moments represents the inverse of the functional relationship f _φ () for the roll angles of the car bodies relative to each other (f _φ () = f _M ^-1 ()). Vehicle according to claim 1 or 2, characterized in that the functional relationship φ ₁ = f _φ (φ ₂ ) represents a steadily increasing function for the two roll angles of the car bodies to each other. Vehicle according to claim 3, characterized in that the functional relationship φ ₁ = f _φ (φ ₂ ) for the two roll angles of the car bodies to one another represents a linear function and thus the two roll angle φ ₁ and φ ₂ between the respective car bodies according to the equation φ ₁ = k · φ ₂ are proportional to each other, where k is the proportionality factor. Vehicle according to claim 4, characterized in that that the proportionality factor takes the value k = 1. Vehicle according to one of claims 1 to 5, characterized in that the functional relationships between the two roll _angles φ _⎕ and φ _{2 of} the car bodies to each other and between the two roll support moments M _W1 and M _W2 are generated by mechanical means. Vehicle according to one of claims 1 to 5, characterized in that the functional relationships between the two roll _angles φ _⎕ and φ _{2 of} the car bodies to each other and between the two roll support moments M _W1 and M _W2 are generated by hydraulic means. Vehicle according to one of claims 1 to 7, characterized that the rolling motion of the car bodies are attenuated to each other in both the center car body supporting joints. Vehicle according to one of claims 1 to 8, characterized in that the roll _angles φ _⎕ and φ _{2 of} the car bodies are limited to each other in both the center car body supporting joints.