DK2695790T3 - Tag assembly for an articulated vehicle - Google Patents

Description

The invention concerns a roof joint for an articulated connection between a first carriage and a second carriage of an articulated vehicle. The roof joint comprises a first main support, which extends to the first carriage, and a second main support, which extends to the second carriage. The first main support has a rotary joint. In longitudinal direction, the first main support and the second main support are rigidly connected with one another.

An articulated vehicle, in which the roof joint can be used, can for example be a tram comprising several carriages. Also other rail-bound or road-bound vehicles such as jointed buses come into consideration. The carriages of the vehicle can be connected with one another such that a passage exists between the carriages which the passengers can use during the journey. The vehicles are in the floor region connected with one another by means of a coupling, which holds the carriages in a fixed distance to one another and forms a central point of rotation for the relative movements between the carriages. The coupling is designed such that it freely allows relative movements such as rotational movements, pitching movements and rolling movements between the carriages.

The roof joint is disposed in the roof region and cooperates with the coupling situated in the floor region. A movement of the coupling is only possible when at the same time a movement takes place also in the roof joint. Through the roof joint, the freedom of movement of the coupling is limited and the movements are defined which the two carriages can complete relative to one another. From EP 1647 462 Al is known a pivot bearing which is slidable in the upper vehicle region in vehicle transverse direction.

The task upon which the invention is based is the presentation of a roof joint which allows only rotational movements and rolling movements between the carriages and which prevents pitching movements. Starting from the initially mentioned prior art, the task is solved with the characteristics of claim 1. Advantageous embodiments are located in the sub-claims.

According to the invention, the first main support and the second main support are connected with one another via a sliding guide oriented in transverse direction. The roof joint is designed to build up a resetting force acting in the direction of a central position of the sliding guide, wherein an elastic resetting element is provided which is deformed by movement of the sliding guide. A tie rod extends through the elastic resetting element. The elastic resetting element is connected with a transverse support of the first main support via the tie rod. The elastic resetting element is compressed by means of the tie rod.

First, several terms will be explained. Rotational movement describes the movement which takes place between two carriages when the vehicle travels on the flat around a curve. A pitching movement takes place when the vehicle travels over a bump or through a depression. In the case of a rolling movement, the carriages rotate relatively to one another around a horizontal longitudinal axis.

The articulated vehicle stands on wheels. In many cases, each carriage of the articulated vehicle has wheels. It is also possible that individual wagons have no wheels of their own, but are supported by adjacent carriages.

The term sliding guide denotes a bearing which allows a relative movement in transverse direction between the first main support and the second main support, while relative movements in longitudinal direction are suppressed.

The invention has recognised that between the first main support and the second main support strong forces must be transmitted in longitudinal direction when pitching movements between the carriages are to be prevented. The carriages, which are held by means of the roof joint at a constant distance to one another, form specifically a long lever with which force is applied to the roof joint via the coupling. In the sliding guide suggested according to the invention, these longitudinal forces act perpendicularly to the sliding surfaces of the sliding guide. In this direction, the sliding surfaces can absorb the strong forces without the freedom of movement in transverse direction being thereby limited. The roof joint is thus on the one hand sufficiently stable when subjected to forces in longitudinal direction and on the other hand facilitates the desired movability in transverse direction.

The sliding guide can comprise a transverse support, which to the front and to the rear lies against guide surfaces. Through the guide surfaces, the position of the transverse support in longitudinal direction is unambiguously defined, while the transverse support can move in lateral direction relative to the guide surfaces. The transverse support and the guide surfaces can be made of metal, wherein for the reduction of the friction an overlay made of a material which promotes sliding, for example a suitable plastic material, can be provided between the metal parts.

In vertical direction, the transverse support can in the same way lie against guide surfaces which define unambiguously the position in vertical direction. This is however not compulsory. The sliding guide can also be designed such that it allows a movability in vertical direction. The roof joint can be designed such that the transverse support is connected with the first main support and the guide surfaces are connected with the second main support.

The sliding guide can comprise a plurality of guide surfaces for each direction of movement. The plurality of guide surfaces is preferably disposed symmetrically to the central axis of the roof joint. When only one guide surface is provided per direction of movement, this is preferably disposed centrally.

In order to offer security against distortion and canting within the sliding guide, the guide surfaces can be flat. Preferably, the guide surfaces which act to the front and to the rear are oriented vertically. The guide surfaces acting upwards and downwards can be oriented horizontally. The transverse support comprises sliding surfaces which cooperate in a planar manner with the guide surfaces. In the region of the sliding surfaces, the transverse support has preferably a rectangular cross-section, more preferably a square cross-section. When the transverse support in the region of the sliding surfaces has a round cross-section, a rotational movement relative to the guide surfaces is additionally possible.

The roof joint has a central position out of which the sliding guide offers in both directions a lateral freedom of movement. Preferably, the roof joint is designed such that it assumes this central position when the two adjoining carriages stand directly behind one another on a level surface.

In many cases it is desired that the roof joint builds up a resetting force when the sliding guide is moved out of the central position. It is conceivable that the sliding guide can move for a certain stretch out of the central position without the resetting force acting. In an advantageous embodiment, the resetting force builds up directly when the sliding guide strays from the central position.

The resetting force can be built up using an elastic resetting element which deforms by means of a movement of the sliding guide. For a good transmission of force it is useful when the elastic resetting element is disposed coaxially to the sliding guide. The roof joint is designed such that a tie rod extends from the transverse support through the elastic resetting element, by means of which the elastic resetting element is compressed. The elastic resetting element can for example be a body made of an elastic material such as rubber. Also the use of a spring as elastic resetting element as possible. The elastic resetting element can be designed such that the resetting force increases substantially linearly with the deviation.

Designs are possible in which an elastic resetting element acts in both lateral executions. Preferably, an elastic resetting element is provided for each of the two lateral directions of movement.

Since excessive rolling movements can jeopardise the stability of the vehicle, the freedom of movement of the sliding guide in lateral direction is preferably limited. The roof joint can for this reason comprise a stop, which engages at the maximum lateral deflection. The distance between the central position and the maximum lateral deflection can be for example between 25 mm and 50 mm.

In order to prevent the slide guide being suddenly braked by the stop, the roof joint can be designed such that the resetting force increases superproportionally before the stop engages. To this end, an elastic stop element can be provided, the spring constant of which is preferably greater than the spring constant of the elastic resetting element. The stop element thus builds up over the same deformation path a greater resetting force than the resetting element. The elastic stop element can be disposed such that it engages only when the sliding guide has moved approximately 50%, preferably at least 70% of the distance between the central position and the maximum lateral deflection. The elastic resetting element, conversely, engages preferably after maximum 20%, more preferably after maximum 10%, more preferably after maximum 5% of this distance.

The coupling in the floor region of the vehicle forms the central point of rotation for rolling movements between the two carriages. The relative movement between the two main supports of the roof joint is as a result no purely linear movement in lateral direction, but rather a movement along a circular arc. Admittedly, the height change is small in comparison to the lateral movement, since the rolling movements with respect to the coupling in general achieve no deviation which is substantially more than 1°. In order to avoid tensions in the roof joint, it is advisable to design the roof joint such that it offers a freedom of movement in vertical direction.

In an advantageous embodiment, the rotary joint is designed such that it facilitates a relative movement in vertical direction. Between the pin which forms the axle of the rotary joint, and a bearing part guided on the axle, a sliding guide can be provided along which the bearing part can move in vertical direction relative to the pin. In order to reduce friction, between the pin and the bearing part can be inserted a bush made of a material which promotes sliding, for example a suitable plastic material. The length of the sliding guide can be for example between 20 mm and 40 mm.

In addition, the invention concerns a joint system for the connection of two carriages of an articulated vehicle. The joint system comprises a coupling disposed in the floor region, which connects the two carriages with one another and forms a central point of rotation for relative movements between the carriages. In the roof region is disposed a roof joint according to the invention.

The joint system can be designed such that the coupling and the rotary joint of the roof joint have a shared rotational axis. The rotary joint can enclose a passage which can be used by the passengers during the journey and which can be surrounded with a bellows. In the case of a short distance between the carriages, the bellows can be designed such that it supports itself by means of its inherent stability. In the case of greater distances, which are for example greater than 80 cm, for supporting the bellows, a central bracket can be provided. The central bracket is rotatably supported with respect to the coupling and connected rotatably with the roof joint. Supply lines can be provided which extend from the first carriage to the second carriage. The supply lines are preferably disposed above the passage.

The invention will be described in exemplary manner hereinafter with reference to the attached drawings using advantageous embodiments.

Figure 1 shows a side view of a tram; figure 2 shows a schematic view of a joint system according to the invention: figure 3 shows a schematic view from above onto a roof joint according to the invention; figure 4 shows the sliding guide from figure 3 in enlarged and cut representation; figure 5 shows a cut along line A-A in figure 4; figure 6 shows a cut along line B-B figure 4; figure 7 shows the sliding guide from figure 3 in different conditions A to C; figure 8 shows a representation of the characteristic curve of the sliding guide; and figure 9 shows a schematic representation of a rotary joint of a roof joint according to the invention. A tram in figure 1 comprises a front carriage 10, a middle carriage 11 and a rear carriage 12. The front carriage 10 and the rear carriage 12 are designed as motor coaches, which use current collectors 13 to tap off electrical energy from an overhead wire and supply it to not shown drive motors. The drive motors drive wheels 14 of the tram.

The front carriage 10 and the rear carriage 12 are connected respectively via a joint system not shown in figure 1 with the middle carriage 11. The middle carriage 11 has no wheels, but is supported by means of the joint systems of the front carriage 10 and the rear carriage 12. In the front carriage 10 and in the rear carriage 12, the floor upon which the passengers stand is disposed at some distance to the ground by reason of the wheels 14 situated under it. When a passenger embarks from the pavement into the front carriage 10 or the rear carriage 12, he needs to surmount a height difference. The floor of the middle carriage 11 is, in comparison to the floor of the front carriage 10 and the rear carriage 12, lowered. A passenger can embark from the pavement into the middle carriage 11 without an appreciable height difference needed to be surmounted.

Between the carriages there are passages through which the passengers can pass also during the journey. The passages are surrounded with bellows 17, by means of which the passengers are protected from environmental influences. Approximately in the middle between the two adjoining carriages is disposed a middle bracket 19 not shown in figure 1, which lends the bellows 17 additional stability.

The two joint systems between the carriages are differently designed. The joint system between the front carriage 10 and the middle carriage 11 allows only rotational movements and pitch movements. The joint system between the middle carriage 11 and the rear carriage 12 allows only rotational movements and rolling movements.

In figure 2, the joint system between the middle carriage 11 and the rear carriage 12 is shown in enlarged representation. The joint system comprises a transition platform 15, upon which passengers stand when they use the passage. The front carriage 10 and the middle carriage 11 are connected with one another via a coupling 16 disposed below the transition platform 15. The coupling 16, which holds the middle carriage 11 and the rear carriage 12 at a fixed distance from one another, comprises a spherical joint head, which is accommodated in a joint shell. The joint head can in the joint shell turn in all directions such that it allows different movements between the middle carriage 11 and the rear carriage 12. In particular, the coupling 16 allows the mentioned rotational movements, pitch movements and rolling movements as well as combinations thereof. For all movements, the coupling 16 forms the central point of rotation.

The joint system further comprises a roof joint 18 disposed above the passage, by which the freedom of movement of the coupling 16 is restricted. The roof joint 18 holds the middle carriage 11 and the rear carriage 12, viewed in longitudinal direction, at a fixed distance from one another such that pitch movements between the two carriages are precluded. Conversely, rotational movements and rolling movements are possible. In the case of a rolling movement, the roof joint assumes a relative movement in transverse direction. The construction of the roof joint 18 is explained in more detail below.

The bellows 17 extends around the passage and encloses it at the top, at the bottom and on all sides. For stabilising the bellows 17 is provided a central bracket 19, which is indicated in figure 2 in a dashed line and which is disposed below the roof joint 18. Above the roof joint 18 extends a plurality of supply lines 22 from the middle carriage 11 to the rear carriage 12. The supply lines 22 comprise electrical cables, ventilation and air conditioning pipes and hydraulic pipes and serve to connect technical functions of the middle carriage 11 and the rear carriage 12 with one another. The supply lines 22 extend along an undulating path such that they can absorb distance changes between the middle carriage 11 and the rear carriage 12.

The roof joint 18 comprises a first main support 34, which is connected with the rear carriage 12, and a second main support 35, which is connected with the middle carriage 11. The first main support 34 comprises a static component 36 and a transverse support 37. The transverse support 37 is connected via a rotary joint 38 with the static component 36. The connection between the transverse support 37 and the second main support 35 is created via a sliding guide 39, such that the transverse support 37 can move in lateral direction relative to the second main support 35.

According to figure 4, the transverse support 37 lies against guide surfaces 40 of the second main support 35. In order to reduce the friction between the second main support 35 made of metal and the transverse support 37 made of metal, the guide surfaces 40 are equipped with overlays 41 made of a plastic material which promotes sliding. As figure 5 shows, the transverse support 37 is in cross-section square and abuts with all four outer surfaces on the guide surfaces 40. Between the transverse support 37 and the guide surfaces 40 there is no play, such that the transverse support 37 is subject to a defined guiding. In particular, the guide surfaces 40 prevent the transverse support 37 being able to be twisted around its own axis relative to the second main support 35. The only relative movement which is possible between the transverse support 37 and the second main support is a linear movement in lateral direction.

In figure 2 is shown the sliding guide 39 in a central position from which the transverse support 37 can move in both directions relatively to the second main support 35. The maximal deviation in both directions is defined by a stop 45.

At the two end surfaces of the transverse support 37 adjoins in each case an elastic resetting element 42, which is connected via a tie rod 43 with the transverse support 37. The elastic resetting element 42 is a body made of a rubber material. The tie rod 43 extends through the elastic resetting element 42 and is screwed into a bore of the transverse support 37. In order to facilitate an even transfer of forces from the tie rod 43 to the elastic resetting element 42, the elastic resetting elements 42 are enclosed between respectively two washers 44, the diameter of which is slightly larger than the diameter of the elastic resetting elements 42. In cross-section, the elastic resetting elements 42 according to figure 6 are circular.

Figures 7 show the sliding guide 39 in different states, in which the transverse support 37 is displaced in lateral direction with respect to the second main support 35. In figure 7A, the transverse support 37 is in the central position as in figure 4. In figure 7B, the transverse support 37 has been displaced by approximately 20 mm in lateral direction with respect to the second main support 35. By means of the tie rod 43, the elastic resetting element 42 is compressed together such that a resetting force occurs in the direction of the central position. The resetting force is substantially proportional to the deflection out of the central position. On the opposite side, the transverse support 37 projects beyond the second main support 35. The elastic resetting element 42 on this side is lifted from the second main support 35 and is unloaded.

If the transverse support 37 is moved still further to the side, first an elastic stop element 46 engages with the stop 45. The elastic stop element 46, which is mounted on an extension piece 47 of the transverse support 37, is compressed with the further deflection. When the maximum deflection is achieved, as shown in figure 7C, the transverse support 37 abuts directly on the stop 45. The spring constant when compressing the elastic stop element 46 is greater than the spring constant when compressing the elastic resetting element 42 such that the resetting force in this phase increases strongly. The corresponding characteristic curve of the sliding guide 39 is shown in figure 8, where the resetting force with respect to the deviation is plotted.

In figure 9 is shown the rotary joint 38 of the first main support 34. A pin 46 is connected with the static component 36 of the first main support 34 such that the coupling 16 disposed in the floor region of the vehicle lies in extension of the pin 46. Thus, the rotary joint 38 and the coupling 16 form a shared axis for rotations around the vertical axis. In the case of such rotational movements, an extension piece 47 connected with the transverse support 37 moves relatively to a bearing part 48. The bearing part 48 for its part is supported by means of a vertical sliding guide on the pin 46, such that a relative movement between the bearing part 48 and the pin 46 in vertical direction is possible. The freedom of movement can be for example 20 mm in both directions starting from a central position.

In the case of a lateral deflection of only 35 mm, the change in height which needs to be accommodated between the bearing part 48 and the pin 46 is very small. The actual freedom of movement in the rotary joint 38 is substantially greater, so that in addition height differences when joining the carriages 11,12 can be compensated.

Claims (11)

A tag assembly for connecting a first carriage (11) and a second carriage (12) in an articulated vehicle, comprising a first main carrier (34) extending to the first carriage (11) and a second main carrier (35) extending say to the second carriage (12), where the first main carrier (34) has a swivel (38) and where there is a longitudinal rigid connection between the first main carrier (34) and the second main carrier (35), wherein the first main carrier (34) and the second main carrier (35) are connected to each other via a sliding guide (39) directed in the transverse direction, the roof assembly configured to build a reset force acting in the direction of a center position of the sliding guide (39), wherein there is provided an elastic reset member (42) which is deformed by a movement of the sliding guide (39), characterized in that a drawbar (43) extending through the resilient reset member (42) is provided, wherein the resilient reset member ent (42) is connected to a transverse carrier (37) of the first main carrier (34) via the drawbar (43) and the resilient reset member (42) being compressed by the drawbar (43). The roof assembly according to claim 1, characterized in that the sliding guide (39) comprises a transverse carrier (37) which abuts the guide surface (40) towards the front and rear ends. Tag assembly according to claim 2, characterized in that a plurality of guide surfaces (40) are provided for each direction of installation. A roof assembly according to claim 2 or 3, characterized in that the transverse carrier (37) has sliding surfaces that interact with the guide surfaces (40) and in that the transverse carrier (37) has a rectangular, preferably square cross-section in the area of sliding surfaces. A roof assembly according to one of claims 1 to 4, characterized in that the resilient reset element (42) is arranged coaxially with respect to the slide guide (39). Tag assembly according to one of claims 1 to 5, characterized in that an elastic reset element (42) is provided for each lateral direction of movement. A tag assembly according to one of claims 1 to 6, characterized in that the sliding guide (39) is provided with an elastic stop element (46), wherein the elastic stop element (46) only engages when the sliding guide (39) has moved at least 50%. preferably at least 70%, of the distance between the center position and the maximum lateral deflection. The tag assembly according to claim 7, characterized in that the spring constant of the resilient stop element (46) is greater than the spring constant of the resilient reset element (42). Tag assembly according to one of claims 1 to 8, characterized in that it allows relative movement in the vertical direction. The roof assembly according to claim 9, characterized in that the pivot joint (38) has a pivot pin (46) and a bearing part (48) which is controlled by the pivot pin (46) and that between the pivot pin (46) and the bearing part (48) is arranged. a sliding guide in the vertical direction. Assembly system for the connection between a first carriage (10) and a second carriage (11) in an articulated vehicle, with an interconnection (16) arranged in the floor area and a roof assembly (18) arranged in the roof area, characterized in that the roof assembly (18 ) is formed according to one of claims 1 to 10.