EP0755839A2 - Track guided vehicle, especially railway vehicle, for regional transport - Google Patents

Abstract

The tram consist of at least two cars pivoted to each other, supported by bogies along the centre line of each car. All the bogies are in a fixed relation to each other as regards their turn angle relative to the cars, regardless of the relative position of the cars. This fixed relation is expressed by the equation: 0 = K1.psi 1 - K2.psi 2 + K3.psi - K4.psi 4,..., - (-1n).Kn.psi n where psi 1 to psi n are the turn angle of the bogie in question, K1 to Kn are freely selectable proportionality factors, and n is any number of cars.

Description

The invention relates to a track-guided vehicle, in particular a rail vehicle for local traffic, consisting of at least two articulated car bodies, each of which is supported on a chassis arranged in the longitudinal center region of the car body.

If, in articulated vehicles of this type with only one undercarriage per car body, none of the undercarriages is rotatably connected to the car body, the vehicle is simply statically undefined in the track channel. This means that the vehicle does not assume a defined position in the lane channel.

In order to eliminate the static indeterminacy, DE-AS 21 23 876 discloses a mechanical (Fig. 1) or a hydromechanical (Fig. 2) arrangement for two-part vehicles which, depending on the angle of rotation of the two undercarriages relative to the respective car body, determines the articulation angle of Vehicle joint controls. Extending these arrangements to each joint of a vehicle of more than two parts leads to static over-determination in the track channel. Therefore, according to DE-OS 16 05 140 only one articulated joint is controlled in a three-part vehicle, which results in different envelopes depending on the direction of travel. In addition, only the undercarriages involved in the articulation control are used to support moments around the vertical axis of the body.

The prior art also includes a two-part vehicle (DE-PS 32 05 613), in which the car bodies are aligned in the track channel by the forces of secondary springs with high horizontal spring stiffness, that is to say by a balance of forces. This arrangement can be extended to more than two-part vehicles (see the magazine "Der Nahverkehr" 3/1988 page 45 ff). By external forces - such as B. braking and acceleration forces, clutch forces - the balance of forces is disturbed, so that the car bodies take undesired positions on the track channel. This often means that only a single undercarriage has to support all external forces.

The invention has for its object to design a track-guided vehicle of the generic type in such a way that it assumes a clear position on the track channel at any point on its route, regardless of the effect of external forces, with all undercarriages being used to support external forces and an envelope curve independent of the direction of travel is to be realized.

bestimmt ist, worin ψ₁ bis ψ_n den Ausdrehwinkel des jeweiligen Fahrwerkes angeben, K₁ bis K_n frei wählbare Proportionalitätsfaktoren sind und n eine beliebige Zahl von Wagenkästen angibt.This object is achieved in that all bogies are always in a fixed relationship with respect to their turning angle to the respective car body regardless of the position of all vehicle joints and any external forces that occur, this fixed relationship being given by the equation $${\text{0 = <figure-callout id="1" label="K" filenames="imgf0001.png,imgf0004.png" state="{{state}}">K</figure-callout>}}_{\text{1}}{\text{* ψ}}_{\text{1}}{\text{- K}}_{\text{2nd}}{\text{* ψ}}_{\text{2nd}}{\text{+ K}}_{\text{3rd}}{\text{* ψ}}_{\text{3rd}}{\text{- K}}_{\text{4th}}{\text{* ψ}}_{\text{4th}}{\text{, ..., - (-1}}^{\text{n}}{\text{) * K}}_{\text{n}}{\text{* ψ}}_{\text{n}}$$

is determined, where ψ ₁ to ψ _n indicate the angle of rotation of the respective chassis, K ₁ to K _{n are} freely selectable proportionality factors and n indicates any number of car bodies.

Advantageous embodiments of the inventions are specified in the subclaims.

The invention is explained in more detail below on the basis of exemplary embodiments which are shown schematically in the drawing.

1a to 1c show hydromechanical arrangements which establish the fixed relationship of the turning angles of the undercarriages FW1 ... FW4 with respect to the respectively assigned car body WK1 ... WK4 with each other, this being shown here by way of example for two- to four-part vehicles. An extension of such arrangements to vehicles with any number of car bodies or undercarriages is possible.

In FIGS. 2a to 2e, the positions of such a vehicle are shown at different route sections using the example of a three-part vehicle with a rotation angle linkage of the running gear by hydraulic means.

3a to 3c show possibilities of a purely mechanical rotation angle linkage of the trolleys, for example for two to four-part vehicles. Even with the purely mechanical rotation angle linking of the undercarriages using rods and levers, vehicles with any number of more than four car bodies or undercarriages can be realized.

bzw. ${\text{0 = ψ}}_{\text{1}}{\text{- ψ}}_{\text{2}}$

.Durch diese Drehwinkelverknüpfung der Fahrwerke ergibt sich die statisch bestimmte Stellung der Wagenkästen zum Spurkanal. Da der Spurkanal die Stellung der Fahrwerke eindeutig vorgibt, ist stets nur eine Stellung der Wagenkästen bei Einhaltung der Drehwinkelverknüpfung möglich. Wenn äußere Momente auf einen oder beide Wagenkästen wirken, die bestrebt sind, diese aus der eindeutig vorgegebenen Stellung zu verdrehen, so könnte eine solche Verdrehung wegen der Koppelung der Wagenkästen im Fahrzeuggelenk nur gegenläufig erfolgen, d. h., ψ₁ müßte wachsen und ψ₂ kleiner werden oder umgekehrt. In diesem Fall kann aber ${\text{ψ}}_{\text{1}}{\text{= ψ}}_{\text{2}}$

nicht gültig bleiben. Hydraulisch interpretiert würde die gegenläufige Verdrehung der Wagenkästen dazu führen, daß an den beiden Zylindern Z1 und Z2 Fluid aus den jeweils untereinander verbundenen Arbeitsräumen V₁₁ und V₁₂ oder V₂₁ und V₂₂ verdrängt werden müßte, was natürlich wegen der Inkompressibilität von Fluiden nicht möglich ist. Vielmehr baut sich an beiden Zylindern Z1 und Z2 ein gleicher, der Wirkung der äußeren Momente entgegengerichteter Druck auf, der die Wagenkästen in ihrer vom Spurkanal vorgegebenen Lage hält, wobei wegen der Druckgleichheit in verbundenen Gefäßsystemen bei gleichen Zylinderdurchmessern die äußeren Momente von beiden Fahrwerken FW1 und FW2 zu gleichen Teilen gegen den Spurkanal abgestützt werden.The mode of operation of the rotation angle linkage of the undercarriages can be recognized particularly easily by the two-part vehicle according to FIG. 1a. For simplification, it is assumed that in this vehicle, each undercarriage FW1 and FW2 has a pronounced pivot point on the associated car body WK1 and WK2; Transverse and longitudinal displacements of the trolleys in relation to the respective car body are therefore excluded, only pure rotary movements are possible. This means that only one hydraulic cylinder Z1 and Z2 can be directly connected to the respective undercarriages and car bodies. A work area of one hydraulic cylinder is connected to a work area of the other hydraulic cylinder by means of Hydraulic lines L1 and L2 connected. This connection is arranged in such a way that a rotation of FW1 with respect to WK1 in a clockwise direction also results in a rotation of FW2 with respect to WK2 in a clockwise direction. If FW1 is rotated clockwise relative to WK1, for example, hydraulic fluid from V _{11 is} displaced by Z1 and - due to the constant volume of fluids - pressed into the work area V ₁₂ via hydraulic line L1. This also causes the rotation of FW2 in relation to WK2 in a clockwise direction, whereby the hydraulic fluid flowing out of V ₂₂ from Z2 finds its place via L2 in V ₂₁ from Z1. It is therefore a passive hydraulic system with two fluid volumes that are hydraulically separated from one another and always constant in total, each hydraulic cylinder being both a master cylinder and a slave cylinder. If hydraulic cylinders with the same effective areas for V ₁₁ and V ₁₂ or V ₂₁ and V ₂₂ are used for Z1 and Z2, the following applies to the rotation angle linkage of the trolleys: ${\text{<figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{= ψ}}_{\text{2nd}}$

respectively. ${\text{0 = ψ}}_{\text{1}}{\text{- ψ}}_{\text{2nd}}$

This linking of the running gear's angle of rotation results in the statically determined position of the car bodies relative to the track channel. Since the track channel clearly specifies the position of the undercarriages, only one position of the car bodies is possible if the rotation angle linkage is observed. If external moments act on one or both car bodies that endeavor to twist them from the clearly specified position, such a rotation could only take place in opposite directions because of the coupling of the car bodies in the vehicle joint, i.e. ψ ₁ would have to grow and ψ _{2 would become} smaller or the other way around. In this case, however ${\text{<figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{= ψ}}_{\text{2nd}}$

do not remain valid. When interpreted hydraulically, the opposite rotation of the car bodies would mean that fluid on the two cylinders Z1 and Z2 would have to be displaced from the interconnected working spaces V ₁₁ and V ₁₂ or V ₂₁ and V ₂₂ , which of course would not be possible due to the incompressibility of fluids is. Rather, the same pressure builds up on both cylinders Z1 and Z2, counteracting the effect of the external moments, which holds the car bodies in their position specified by the track channel, the external moments being equally supported by both carriages FW1 and FW2 against the track channel due to the pressure equality in connected vascular systems with the same cylinder diameters.

In Fig. 1b the principle of Fig. 1a is shown expanded accordingly for a three-part vehicle. In contrast to Fig. 1a, the hydraulic cylinders are not arranged directly on the chassis, but instead form a double parallelogram together with three links and a cross lever, which makes it possible to detect or generate only pure rotary movements on the chassis, even if the undercarriage is guided elastically to the body in both the longitudinal and transverse directions (no pronounced pivot point).

bzw. ${\text{ψ}}_{\text{2}}{\text{= ψ}}_{\text{1}}{\text{+ ψ}}_{\text{3}}$

, wenn alle Hydraulikzylinder gleiche wirksame Flächen bei den jeweils untereinander verbundenen Arbeitsräumen aufweisen. Für dieses Fahrzeug sind die Stellungen der Wagenkästen zum Spurkanal bei verschiedenen Trassierungsabschnitten beispielhaft in den Fig. 2a bis 2e dargestellt, und zwar der Einfachheit halber ohne das zuvor genannte Doppelparallelogramm.The relationship extended by a summand now applies to the rotation angle linkage of the three-part vehicle ${\text{0 = ψ}}_{\text{1}}{\text{- ψ}}_{\text{2nd}}{\text{+ ψ}}_{\text{3rd}}$

respectively. ${\text{ψ}}_{\text{2nd}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3rd}}$

, if all hydraulic cylinders have the same effective areas in the work rooms connected to each other. For this vehicle, the positions of the car bodies relative to the track channel at various route sections are shown by way of example in FIGS. 2a to 2e, and for the sake of simplicity without the double parallelogram mentioned above.

als auch die sich bei veränderten Kolbenflächen einstellenden Winkel ${\text{ψ'}}_{\text{3}}{\text{= - ψ'}}_{\text{2}}$

sein, oder anders ausgedrückt, von dem aus V₂₁ verdrängten Fluid werden von V₂₂ zwei Teile aufgenommen und von V₂₃ ein Teil, da an den beiden Zylindern Z2 und Z3 zwar gleiche Kolbenwege vorliegen, aber wirksame Kolbenflächen im Verhältnis 2 : 1 bestehen. Die für das hier gewählte Beispiel gültige Beziehung für die Drehwinkelverknüprung der Fahrwerke würde also lauten ${\text{0 = ψ'}}_{\text{1}}{\text{- 2*ψ'}}_{\text{2}}{\text{+ ψ'}}_{\text{3}}$

. Die veränderte wirksame Kolbenfläche spiegelt sich in dieser Beziehung als Proportionalitätsfaktor für den zugehörigen Ausdrehwinkel des Fahrwerkes FW2 wider.From Fig. 2b it can be seen that lateral deflections of the car bodies when entering the arch in a clear size at the end of the vehicle, so far before the beginning of the curve. In practice, this peculiarity of vehicles of the generic type with a bogie in the longitudinal center area of each car body often requires extensive adjustments to the clearance conditions of existing route networks. It can therefore make sense to reduce the lateral vehicle deflection that occurs well before the start of the curve. This can in that the rotation angle linkage of the undercarriages is varied by means of proportionality factors, in that the effective areas of the hydraulic cylinders for the individual undercarriages are preferably selected differently. For example, the hydraulic cylinder Z2 for both V ₁₂ and V _{22 should} have twice the effective area as each of the other two hydraulic cylinders Z1 and Z3. The fluid volume displaced from V ₂₁ when entering a curve is no longer divided equally between V ₂₂ and V ₂₃ , but a larger part is taken up by V ₂₂ , a smaller part by V ₂₃ . Since the trolleys FW2 and FW3 are both still in the straight section and WK2 and WK3 are coupled in their rotary movements via the body joint, both must ${\text{ψ}}_{\text{3rd}}{\text{= -ψ}}_{\text{2nd}}$

as well as the angles that occur with changing piston surfaces ${\text{ψ '}}_{\text{3rd}}{\text{= - ψ '}}_{\text{2nd}}$

or, in other words, two parts of the fluid displaced from V ₂₁ are taken up by V ₂₂ and one part by V ₂₃ , since the same piston paths exist on the two cylinders Z2 and Z3, but effective piston areas exist in a ratio of 2: 1. The relationship valid for the rotation angle linkage of the undercarriages for the example chosen here would therefore be ${\text{0 = ψ '}}_{\text{1}}{\text{- 2 * ψ '}}_{\text{2nd}}{\text{+ ψ '}}_{\text{3rd}}$

. The changed effective piston area is reflected in this relationship as a proportionality factor for the associated turning angle of the chassis FW2.

und ${\text{ψ'}}_{\text{3}}{\text{= - ψ'}}_{\text{2}}$

gültig sein. Damit kann für diese spezielle Stellung des Fahrzeuges am Bogenanfang aus den Beziehungen für die Drehwinkelverknüpfung abgeleitet werden:

• für ein Fahrzeug mit der Drehwinkelverknüpfung ${\text{0 = ψ}}_{\text{1}}{\text{- ψ}}_{\text{2}}{\text{+ ψ}}_{\text{3}}$
  
  (alle Kolbenflächen gleich) ${\text{ψ}}_{\text{1}}{\text{= 2*ψ}}_{\text{2}}$
  
  und
• für ein Fahrzeug mit der Drehwinkelverknüpfung ${\text{0 = ψ'}}_{\text{1}}{\text{- 2*ψ'}}_{\text{2}}{\text{+ ψ'}}_{\text{3}}$
  
  (doppelte Kolbenfläche für Z2) ${\text{ψ'}}_{\text{1}}{\text{= 3*ψ'}}_{\text{2}}$
  
  .

As explained above, the relationships must be in the vehicle position according to FIG. 2b ${\text{ψ}}_{\text{3rd}}{\text{= - ψ}}_{\text{2nd}}$

and ${\text{ψ '}}_{\text{3rd}}{\text{= - ψ '}}_{\text{2nd}}$

to be valid. For this special position of the vehicle at the beginning of the curve, it can be derived from the relationships for the rotation angle linkage:

• for a vehicle with the rotation angle linkage ${\text{0 = ψ}}_{\text{1}}{\text{- ψ}}_{\text{2nd}}{\text{+ ψ}}_{\text{3rd}}$
  
  (all piston surfaces are the same) ${\text{<figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{= 2 * ψ}}_{\text{2nd}}$
  
  and
• for a vehicle with the rotation angle linkage ${\text{0 = ψ '}}_{\text{1}}{\text{- 2 * ψ '}}_{\text{2nd}}{\text{+ ψ '}}_{\text{3rd}}$
  
  (double piston area for Z2) ${\text{ψ '}}_{\text{1}}{\text{= 3 * ψ '}}_{\text{2nd}}$
  
  .

For the assessment of the body deflections by the introduction of proportionality factors in the relationship for the rotation angle linkage of the vehicles, it can be assumed that the new position of the vehicle with the turning angles ψ ' ₁ , ψ' ₂ and ψ ' ₃ from the old position of the vehicle results in that the angles ψ ₁ , ψ ₂ and ψ ₃ each change by the same amount γ. This is given by the coupling of the car bodies by means of a hinge, which inevitably forces the coupled car bodies to be twisted in the same amount from the rotation of a car body. This results in $$\begin{gathered} {\text{ψ '}}_{\text{1}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}\text{+ γ,} \\ {\text{ψ '}}_{\text{2nd}}{\text{= ψ}}_{\text{2nd}}\text{- γ and} \\ {\text{ψ '}}_{\text{3rd}}{\text{= ψ}}_{\text{3rd}}\text{+ γ.} \end{gathered}$$

For the position of the vehicle at the beginning of the curve according to FIG $$\begin{gathered} {\text{ψ '}}_{\text{1}}{\text{= 3 * ψ '}}_{\text{2nd}}\text{the <figure-callout id="1" label="relationship ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">relationship </figure-callout>} \\ {\text{ψ}}_{}{}_{\text{1}}{\text{+ γ = 3 * (ψ}}_{\text{2nd}}\text{- γ) and from it} \\ {\text{ψ}}_{\text{1}}{\text{= 3 * ψ}}_{\text{2nd}}\text{- 4γ.} \end{gathered}$$

das Größenverhältnis für γ ermittelt werden: $${\text{3*ψ}}_{\text{2}}{\text{- 4γ = 2*ψ}}_{\text{2}}\text{,}$$

daraus ergibt sich $${\text{γ = 0,25*ψ}}_{\text{2}}\text{.}$$

With this relation between ψ ₁ and ψ ₂ as well as γ can now from the relationship for the considered vehicle position ${\text{ψ}}_{}$${}_{\text{1}}{\text{= 2 * ψ}}_{\text{2nd}}$

the size ratio for γ can be determined: $${\text{3 * ψ}}_{\text{2nd}}{\text{- 4γ = 2 * ψ}}_{\text{2nd}}\text{,}$$

this results in $${\text{γ = 0.25 * ψ}}_{\text{2nd}}\text{.}$$

This means that the deflections of the car bodies WK2 and WK3 in the vehicle position according to FIG. 2b at the beginning of the curve become 25% smaller when the effective piston area of Z2 is doubled, but the deflection of WK1 is 12.5% larger. The changed effective piston area of Z2 has no influence on the positions of the vehicle in the straight line (Fig. 2a), in the constant curve (Fig. 2c) and in the curve with intermediate straight lines (Fig. 2d). When traveling in an S-curve with a straight line (Fig. 2e), the angle of rotation of FW2 would decrease by 25% compared to WK2, while the angle of rotation of FW1 and FW3 would increase by 50% each. In the vehicle position according to FIG. 2e, the unscrewing angles of all undercarriages are then of the same size.

When introducing proportionality factors, it should be borne in mind that undercarriages that are equipped with hydraulic cylinders with a larger effective piston area also take on larger proportions when supporting external moments with respect to the track channel. In the example explained, each chassis now no longer supports 1/3 of the external moment, but the chassis FW2 50% and the chassis FW1 and FW3 each 25%.

1c shows a further possibility of hydromechanical rotation angle linking of the running gears for a four-part vehicle with four running gears. In principle, the four-part vehicle can be represented simply by expanding the two-part vehicle from FIG. 1 a by adding two vehicle parts with the corresponding hydraulic connecting lines L1 and L2. Also in Fig. 1b form of coupling the hydraulic cylinder to the chassis can be realized by simply adding a vehicle part to the four-part vehicle.

The arrangement of two hydraulic cylinders Z1a, Z1b, ..., Z4a, Z4b per chassis selected in FIG. 1c is a further possibility for the detection or generation of pure rotary movements of the chassis by the hydraulic cylinders, even if the chassis relative to the respective car body are guided elastically across and lengthwise. In this case, the arrangement of double parallelograms shown in FIG. 1b is unnecessary. A transverse displacement of a chassis without rotating movement relative to the associated car body only results in a fluid exchange between the two cylinders assigned to one and the same chassis in an arrangement of two hydraulic cylinders per chassis in accordance with FIG. 1c. There is no fluid exchange between cylinders that are assigned to different running gears.

Are used for the cylinders Z1a, Z1b, Z2a, ..., Z4b those for their working spaces V _11a , V _11b , V _12b , ..., V _14b or V _21a , V, which are connected to one another by means of L1 or L2 _21b , V _22a , ..., V _24b each have the same effective piston areas, the relationship for the rotation angle linkage of the bogies is as follows: $${\text{0 = ψ}}_{\text{1}}{\text{- ψ}}_{\text{2nd}}{\text{+ ψ}}_{\text{3rd}}{\text{- ψ}}_{\text{4th}}{\text{or ψ}}_{\text{1}}{\text{- ψ}}_{\text{2nd}}{\text{= ψ}}_{\text{4th}}{\text{- ψ}}_{\text{3rd}}\text{.}$$

vorliegen.If cylinders with effective piston surfaces that differ from chassis to chassis are used for the undercarriages, the envelope behavior of the vehicle according to FIG. 1c can be influenced in a manner analogous to that described with the three-part vehicle. This is then also reflected in the relationship for the expansion angle linkage of the running gear in the form of proportionality factors. If, for example, the cylinders assigned to the undercarriages FW2 and FW3 were each equipped with twice the effective piston area in comparison to the cylinders which are assigned to the undercarriages FW1 and FW4, a rotation angle linkage of the undercarriages would be based on the relationship ${\text{0 = ψ '}}_{\text{1}}{\text{- 2 * ψ '}}_{\text{2nd}}{\text{+ 2 * ψ '}}_{\text{3rd}}{\text{- ψ '}}_{\text{4th}}$

available.

, wobei K₁, K₂, K₃ und K₄ die frei wählbaren Proportionalitätsfaktoren sind.Depending on the given requirements with regard to the envelope behavior of the vehicle to be realized or also with regard to the minimization of the angle of rotation of the chassis relative to the associated car bodies when driving on certain route sections (e.g. S-bend with intermediate straight line), the choice of effective piston surfaces or optimally design the vehicle by choosing appropriate proportionality factors in relation to the rotation angle linkage of the running gear. For the four-part vehicle, for example, a general relationship for the rotation angle linkage of the running gear can be specified: ${\text{0 = <figure-callout id="1" label="K" filenames="imgf0001.png,imgf0004.png" state="{{state}}">K</figure-callout>}}_{\text{1}}{\text{* ψ}}_{\text{1}}{\text{- K}}_{\text{2nd}}{\text{* ψ}}_{\text{2nd}}{\text{+ K}}_{\text{3rd}}{\text{* ψ}}_{\text{3rd}}{\text{- K}}_{\text{4th}}{\text{* ψ}}_{\text{4th}}$

, where K ₁ , K ₂ , K ₃ and K _{4 are} the freely selectable proportionality factors.

If it is a vehicle with n car bodies or n undercarriages, the relationship for the expansion angle linkage of the undercarriages can be represented in a general form analogous to the four-part vehicle: $${\text{0 = <figure-callout id="1" label="K" filenames="imgf0001.png,imgf0004.png" state="{{state}}">K</figure-callout>}}_{\text{1}}{\text{* ψ}}_{\text{1}}{\text{- K}}_{\text{2nd}}{\text{* ψ}}_{\text{2nd}}{\text{+ K}}_{\text{3rd}}{\text{* ψ}}_{\text{3rd}}{\text{- K}}_{\text{4th}}{\text{* ψ}}_{\text{4th}}{\text{, ..., - (-1}}^{\text{n}}{\text{) * K}}_{\text{n}}{\text{* ψ}}_{\text{n}}\text{.}$$

• Übertragungsstangen 1, deren Längsbewegungen zu den Wagenkästen ein Maß für die Drehwinkel von Fahrwerken gegenüber den zugehörigen Wagenkästen darstellen,
• Summierhebel 2, die die notwendigen Summen aus der zu realisierenden Beziehung der Drehwinkelverknüpfung bilden und
• Produkthebel 3, die einerseits die dividierende Nebenwirkung der Summierhebel 2 egalisieren und andererseits zur Umsetzung von gewünschten Proportionalitätsfaktoren K₁, K₂, K₃, ..., K_n dienen.

3a to 3c show examples of ways in which the desired relationships between the turning angles of the undercarriages can be generated using purely mechanical means. The following are essentially required:

• Transmission rods 1, the longitudinal movements of which to the car bodies represent a measure of the angle of rotation of the chassis relative to the associated car bodies,
• Summing lever 2, which form the necessary sums from the relationship of the rotation angle linkage to be realized and
• Product levers 3 which on the one hand equalize the dividing side effect of the summing levers 2 and on the other hand serve to implement the desired proportionality factors K ₁ , K ₂ , K ₃ , ..., K _n .

ist hier für ${\text{K}}_{\text{1}}{\text{= K}}_{\text{2}}\text{= 1}$

umgesetzt, und diese Beziehung für die Drehwinkelverknüpfung kann somit auch in der Form ${\text{ψ}}_{\text{1}}{\text{= ψ}}_{\text{2}}$

geschrieben werden. Diese einfache Beziehung erfordert lediglich die Übertragung der Drehwinkel von einem Fahrwerk auf das andere mittels der Übertragungsstangen 1, wobei diese direkt an den FW1 und FW2 angelenkt werden können, wenn die Fahrwerke über ausgeprägte Drehpunkte verfügen. Um keinen Einfluß des Knickwinkels des Fahrzeuggelenkes auf die Ausdrehwinkel der Fahrwerke zu erhalten, werden im Bereich des Fahrzeuggelenkes die Längsbewegungen der Übertragungsstangen 1 von einem Scherenhebelmechanismus 4 von einer Übertragungsstange 1 zur weiterführenden Übertragungsstange 1 weitergeleitet.3a shows a possibility for the mechanical rotation angle linkage of the chassis of a two-part vehicle. The relationship ${\text{0 = <figure-callout id="1" label="K" filenames="imgf0001.png,imgf0004.png" state="{{state}}">K</figure-callout>}}_{\text{1}}{\text{* ψ}}_{\text{1}}{\text{- K}}_{\text{2nd}}{\text{* ψ}}_{\text{2nd}}$

is here for ${\text{<figure-callout id="1" label="K" filenames="imgf0001.png,imgf0004.png" state="{{state}}">K</figure-callout>}}_{\text{1}}{\text{= K}}_{\text{2nd}}\text{= 1}$

implemented, and this relationship for the rotation angle linkage can thus also in the form ${\text{ψ}}_{}$${}_{\text{1}}{\text{= ψ}}_{\text{2nd}}$

to be written. This simple relationship only requires the transmission of the angles of rotation from one undercarriage to the other by means of the transmission rods 1, which can be articulated directly to the FW1 and FW2 if the undercarriages have pronounced pivot points. In order not to have any influence of the articulation angle of the vehicle joint on the turning angle of the undercarriages, in the area of the vehicle joint the longitudinal movements of the transmission rods 1 are forwarded by a scissor lever mechanism 4 from a transmission rod 1 to the further transmission rod 1.

The scissor lever mechanism 4 acts when the vehicle joint is bent out as an automatic extension or shortening mechanism for a transmission rod which is intended to run continuously over the vehicle joint.

ist für ${\text{K}}_{\text{1}}{\text{= K}}_{\text{2}}{\text{= K}}_{\text{3}}\text{= 1}$

auch die Darstellungsform ${\text{ψ}}_{\text{2}}{\text{= ψ}}_{\text{1}}{\text{+ ψ}}_{\text{3}}$

gültig. Also kann das auszubildende Steuergestänge beispielweise derart aufgebaut werden, daß die Drehbewegungen sowohl von FW1 also auch FW3 mittels Übertragungsstangen 1 in Form von Längswegen dieser Übertragungsstangen beide zu den im Bereich des FW2 angeordneten Summierhebeln 2 übertragen werden und die dann an den mittleren Gelenkpunkten der Summierhebel 2 zur Verfügung stehende Summe der Ausdrehwinkel von FW1 und FW3 wiederum mittels je einer Übertragungsstange 1 den FW2 zugeführt wird. Da die Summierhebel 2 entsprechend der Abstandsverhältnisse der an ihnen befindlichen Gelenkpunkte eine dividierende Wirkung für die zu addierenden Längsbewegungen haben, sind die von den FW1 und FW2 kommenden Übertragungsstangen 1 nicht direkt an die Summierhebel 2 angeschlossen, sondern durch Zwischenschaltung der Produkthebel 3. Diese sind nicht nur dazu nutzbar, die dividierende Wirkung der Summierhebel 2 zu egalisieren, sondern können gleichzeitig bei entsprechender Wahl ihrer Hebelverhältnisse zur Erzeugung gewünschter Proportionalitätsfaktoren der Beziehung der Drehwinkelverknüpfung herangezogen werden. Für die Führung der Übertragungsstangen 1 über das Fahrzeuggelenk werden analog Fig. 3a Scherenhebelmechanismen 4 angewendet. Um eine längs- und querelastische Anlenkung der Fahrwerke an den Wagenkasten zu ermöglichen, sind die Übertragungsstangen 1 nicht direkt an die FW1 und FW3 angekoppelt, sondern jeweils durch Zwischenschaltung eines Parallelhebels 5, wobei einer der Parallelhebel 5 (bei FW3) einteilig ist, während der andere (bei FW1) zweiteilig ausgeführt ist, also über ein in seiner Mitte angeordnetes Knickgelenk verfügt. Alle Hebel, die über keinen eigenen Festpunkt am Wagenkasten verfügen (Summierhebel 2, Parallelhebel 5), müssen quer zum Fahrzeug geführt werden, was nach Fig. 3b beispielhaft mittels der Querlenker 6 erfolgen kann.The implementation of the rotation angle linkage with purely mechanical means for a three-part vehicle is shown by way of example in FIG. 3b. For the general relationship of the rotation angle linkage of the running gear for a three-part vehicle ${\text{0 = <figure-callout id="1" label="K" filenames="imgf0001.png,imgf0004.png" state="{{state}}">K</figure-callout>}}_{\text{1}}{\text{* ψ}}_{\text{1}}{\text{- K}}_{\text{2nd}}{\text{* ψ}}_{\text{2nd}}{\text{+ K}}_{\text{3rd}}{\text{* ψ}}_{\text{3rd}}$

is for ${\text{<figure-callout id="1" label="K" filenames="imgf0001.png,imgf0004.png" state="{{state}}">K</figure-callout>}}_{\text{1}}{\text{= K}}_{\text{2nd}}{\text{= K}}_{\text{3rd}}\text{= 1}$

also the form of representation ${\text{ψ}}_{\text{2nd}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3rd}}$

valid. The control linkage to be trained can thus be constructed, for example, in such a way that the rotary movements of both FW1 and FW3 by means of transmission rods 1 in the form of longitudinal paths of these transmission rods are both transmitted to the summing levers 2 arranged in the region of the FW2 and then at the middle pivot points of the summing levers 2 available sum of the turning angles of FW1 and FW3 is in turn fed to the FW2 by means of a transmission rod 1 each. Since the summing levers 2 have a dividing effect for the longitudinal movements to be added in accordance with the spacing of the articulation points located on them, the transmission rods 1 coming from the FW1 and FW2 are not connected directly to the summing levers 2, but rather by interposing the product levers 3. These are not can only be used to equalize the dividing effect of the summing lever 2, but can at the same time be used with the appropriate choice of their lever ratios to generate desired proportionality factors of the relationship of the rotation angle linkage. For guiding the transmission rods 1 over the vehicle joint, scissor lever mechanisms 4 are used analogously to FIG. 3a. In order to enable longitudinally and transversely elastic articulation of the trolleys to the car body, the transmission rods 1 are not coupled directly to the FW1 and FW3, but in each case by interposing a parallel lever 5, one of the parallel levers 5 (in FW3) being in one piece while the other (in FW1) is made in two parts, i.e. has an articulated joint in its center. All levers that do not have their own fixed point on the car body (summing lever 2, parallel lever 5) must be guided transversely to the vehicle, which can be done by means of the control arm 6 according to FIG. 3b.

darstellbar. Die Aufgabe ist also dann gelöst, wenn sowohl aus ψ₂ und ψ₁ als auch aus ψ₃ und ψ₄ jeweils eine Differenzgröße gebildet wird, die jeweils in Form einer Verschiebung parallel zur Fahrzeuglängsachse vorliegt, und diese beiden Verschiebungen entsprechend dem Gleichheitszeichen in der Beziehung für die Drehwinkelverknüpfung mittels Übertragungsstangen 1 direkt gekoppelt werden. Nach Fig. 3c liegen diese der Differenz aus den Ausdrehwinkeln der FW2 und FW1 bzw. FW3 und FW4 entsprechenden Verschiebungen an den mittleren Gelenken der Summierhebel 2 vor. Dazu sind FW2 und FW3 direkt mittels Übertragungsstangen 1 mit den Summierhebeln 2 verbunden, während FW1 bzw. FW4 über die Produkthebel 3 und natürlich wieder mittels Übertragungsstangen 1 mit dem Summierhebel 2 verbunden sind. Die Produkthebel 3 haben im Vergleich zu Fig. 3b eine andere Anordnung ihres Festpunktes am Wagenkasten, so daß sie neben der Aufhebung der dividierenden Wirkung der Summierhebel 2 und der Umsetzung von eventuell gewünschten Proportionalitätsfaktoren hier auch die Aufgabe der Vorzeichenumkehr übernehmen. Dies führt an den Summierhebeln 2 zur erforderlichen Differenzbildung.From Fig. 3c it can be seen how a desired relationship between the angle of rotation of the chassis relative to the respective car bodies can be generated for a four-part vehicle by mechanical means. For the sake of simplicity, all of the proportionality factors present in the general relationship for the rotation angle linkage are also set to 1 for the time being. So that relationship is in shape ${\text{ψ}}_{\text{2nd}}{\text{- <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{= ψ}}_{\text{3rd}}{\text{- ψ}}_{\text{4th}}$

representable. The problem is then solved when a difference is formed from ψ ₂ and ψ ₁ as well as from ψ ₃ and ψ ₄ , which is in the form of a displacement parallel to the longitudinal axis of the vehicle, and these two displacements in accordance with the equals sign in the relationship for the rotation angle linkage can be coupled directly by means of transmission rods 1. According to FIG. 3c, there are displacements at the middle joints of the summing levers 2 corresponding to the difference from the turning angles of the FW2 and FW1 or FW3 and FW4. For this purpose, FW2 and FW3 are connected directly to the summing levers 2 by means of transmission rods 1, while FW1 and FW4 are connected to the summing lever 2 via the product levers 3 and of course again by means of transmission rods 1. The product levers 3 have a different arrangement of their fixed point on the car body compared to FIG. 3b, so that in addition to eliminating the dividing effect of the summing lever 2 and the implementation of any desired proportionality factors, they also take on the task of reversing the sign. This leads to the required difference formation at the summing levers 2.

3c shows, in addition to the basic design options for the control linkage, also exemplary approaches for its variation options with regard to adaptation to the given installation conditions and to minimize effort. The FW2 and FW3 are coupled to the summing lever 2 without the intermediary of product levers. This can be achieved even if any proportionality factors are to be represented with the control linkage by tapping the angle of rotation on the undercarriages by means of the transmission rods 1 in the individual undercarriages at different widths from their pivot point. Instead of the pivoting lever mechanisms from FIGS. 3a and 3b for guiding the transmission rods 1 over the vehicle joints, angle lever pairs 7 with connecting rods lying in the transverse axis of the vehicle joint are used as a further possibility in FIG. 3c. Their function is analogous to that of the scissor lever mechanisms 4. However, here it is easily possible to integrate functions of the product levers into the angle levers, up to the reversal of the sign.

Additional information on FIGS. 2a to 2e

- Ausdrehwinkel:

${\text{<figure-callout id="2" label="ψ" filenames="imgf0002.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{2}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3}}$

- Volumina:

${\text{<figure-callout id="11" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{11}}{\text{+ <figure-callout id="12" label="V" filenames="imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{12}}{\text{+ V}}_{\text{13}}\text{= konstant}$

${\text{<figure-callout id="21" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{21}}{\text{+ <figure-callout id="22" label="V" filenames="imgf0001.png,imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{22}}{\text{+ <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}\text{= konstant}$

2a: Straight line

- turning angle:

${\text{ψ}}_{\text{2nd}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3rd}}$

- volumes:

${\text{<figure-callout id="11" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{11}}{\text{+ V}}_{\text{12th}}{\text{+ V}}_{\text{13}}\text{= constant}$

${\text{<figure-callout id="21" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{21}}{\text{+ <figure-callout id="22" label="V" filenames="imgf0001.png,imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{22}}{\text{+ <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}\text{= constant}$

- Ausdrehwinkel:

${\text{<figure-callout id="2" label="ψ" filenames="imgf0002.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{2}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3}}$

- Volumina:

${\text{V}}_{\text{21}}{\text{- 2}}_{\text{Δ}}{\text{V + <figure-callout id="22" label="V" filenames="imgf0001.png,imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{22}}{\text{+}}_{\text{Δ}}{\text{V + <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}{\text{+}}_{\text{Δ}}\text{V = konstant}$

${\text{<figure-callout id="11" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{11}}{\text{+ 2}}_{\text{Δ}}{\text{V + V}}_{\text{12}}{\text{-}}_{\text{Δ}}{\text{V + V}}_{\text{13}}{\text{-}}_{\text{Δ}}\text{V = konstant}$

2b: Arch entrance

- turning angle:

${\text{ψ}}_{\text{2nd}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3rd}}$

- volumes:

${\text{V}}_{\text{21}}{\text{- 2nd}}_{\text{Δ}}{\text{V + <figure-callout id="22" label="V" filenames="imgf0001.png,imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{22}}{\text{+}}_{\text{Δ}}{\text{V + <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}{\text{+}}_{\text{Δ}}\text{V = constant}$

${\text{<figure-callout id="11" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{11}}{\text{+ 2}}_{\text{Δ}}{\text{V + V}}_{\text{12th}}{\text{-}}_{\text{Δ}}{\text{V + V}}_{\text{13}}{\text{-}}_{\text{Δ}}\text{V = constant}$

- Ausdrehwinkel:

${\text{<figure-callout id="2" label="ψ" filenames="imgf0002.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{2}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3}}$

- Volumina:

${\text{<figure-callout id="11" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{11}}{\text{+ <figure-callout id="12" label="V" filenames="imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{12}}{\text{+ V}}_{\text{13}}\text{= konstant}$

${\text{<figure-callout id="21" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{21}}{\text{+ <figure-callout id="22" label="V" filenames="imgf0001.png,imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{22}}{\text{+ <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}\text{= konstant}$

2c: Constant curve travel

- turning angle:

${\text{ψ}}_{\text{2nd}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3rd}}$

- volumes:

${\text{<figure-callout id="11" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{11}}{\text{+ V}}_{\text{12th}}{\text{+ V}}_{\text{13}}\text{= constant}$

${\text{<figure-callout id="21" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{21}}{\text{+ <figure-callout id="22" label="V" filenames="imgf0001.png,imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{22}}{\text{+ <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}\text{= constant}$

- Ausdrehwinkel:

${\text{<figure-callout id="2" label="ψ" filenames="imgf0002.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{2}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3}}$

- Volumina:

${\text{V}}_{\text{21}}{\text{-}}_{\text{Δ}}{\text{V + <figure-callout id="22" label="V" filenames="imgf0001.png,imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{22}}{\text{+ <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}{\text{+}}_{\text{Δ}}\text{V = konstant}$

${\text{<figure-callout id="11" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{11}}{\text{+}}_{\text{Δ}}{\text{V + <figure-callout id="12" label="V" filenames="imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{12}}{\text{+ V}}_{\text{13}}{\text{-}}_{\text{Δ}}\text{V = konstant}$

2d: Arcing with a straight straight

- turning angle:

${\text{ψ}}_{\text{2nd}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3rd}}$

- volumes:

${\text{V}}_{\text{21}}{\text{-}}_{\text{Δ}}{\text{V + <figure-callout id="22" label="V" filenames="imgf0001.png,imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{22}}{\text{+ <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}{\text{+}}_{\text{Δ}}\text{V = constant}$

${\text{<figure-callout id="11" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{11}}{\text{+}}_{\text{Δ}}{\text{V + V}}_{\text{12th}}{\text{+ V}}_{\text{13}}{\text{-}}_{\text{Δ}}\text{V = constant}$

- Ausdrehwinkel:

${\text{<figure-callout id="2" label="ψ" filenames="imgf0002.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{2}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3}}$

- Volumina:

${\text{<figure-callout id="21" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{21}}{\text{+}}_{\text{Δ}}{\text{V + V}}_{\text{22}}{\text{- 2}}_{\text{Δ}}{\text{V + <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}{\text{+}}_{\text{Δ}}\text{V = konstant}$

${\text{V}}_{\text{11}}{\text{-}}_{\text{Δ}}{\text{V + <figure-callout id="12" label="V" filenames="imgf0002.png" state="{{state}}">V</figure-callout>}}_{\text{12}}{\text{+ 2}}_{\text{Δ}}{\text{V + V}}_{\text{13}}{\text{-}}_{\text{Δ}}\text{V = konstant}$

2e: Driving in an S-curve with straight line

- turning angle:

${\text{ψ}}_{\text{2nd}}{\text{= <figure-callout id="1" label="ψ" filenames="imgf0001.png,imgf0004.png" state="{{state}}">ψ</figure-callout>}}_{\text{1}}{\text{+ ψ}}_{\text{3rd}}$

- volumes:

${\text{<figure-callout id="21" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{21}}{\text{+}}_{\text{Δ}}{\text{V + V}}_{\text{22}}{\text{- 2nd}}_{\text{Δ}}{\text{V + <figure-callout id="23" label="V" filenames="imgf0002.png,imgf0003.png" state="{{state}}">V</figure-callout>}}_{\text{23}}{\text{+}}_{\text{Δ}}\text{V = constant}$

${\text{V}}_{\text{11}}{\text{-}}_{\text{Δ}}{\text{V + V}}_{\text{12th}}{\text{+ 2}}_{\text{Δ}}{\text{V + V}}_{\text{13}}{\text{-}}_{\text{Δ}}\text{V = constant}$

List of reference numbers

WK1 ... n

Car body parts with numbering

FW1 ... n

Trolleys with numbering

ψ _{1 ... n}

Angle of rotation of the trolleys in relation to the respectively assigned car body

ψ ' _{1 ... n}

Angle of rotation of the running gear compared to the respectively assigned car body after introduction of proportionality factors in the relationship for the rotation angle linkage of the running gear

V _{11 ... 1n}

Volumes of the hydraulic fluid in the first of the interconnected working spaces of the hydraulic cylinders

V _{21 ... 2n}

Volumes of the hydraulic fluid in the second of the interconnected working spaces of the hydraulic cylinders

_Δ V

Volume change of the hydraulic fluid in the working spaces of the hydraulic cylinders in the case of alignment deviations from the straight line

Z1 ... Zn

Hydraulic cylinder with numbering

L1

Hydraulic line for connecting work rooms V _{11 ... 1n}

L2

Hydraulic line for connecting the work rooms V _{21 ... 2n}

n

Number of car body parts and trolleys

1

Transmission rods

2nd

Summing lever

3rd

Product lever

4th

Scissor lever mechanism

5

Parallel lever

6

Wishbones

7

Pair of angle levers with connecting rod lying in the transverse axis of the vehicle joint

Claims (4)

Track-guided vehicle, in particular a rail vehicle for local transport, consisting of at least two articulated car bodies, each of which is supported on a chassis arranged in the longitudinal center area of the car body, characterized in that all of the chassis are independent of the position of all vehicle joints and all with regard to their angle of rotation to the respective car body occurring external forces are always in a fixed relationship to each other, this fixed relationship by the equation $${\text{0 = K}}_{\text{1}}{\text{* ψ}}_{\text{1}}{\text{- K}}_{\text{2nd}}{\text{* ψ}}_{\text{2nd}}{\text{+ K}}_{\text{3rd}}{\text{* ψ}}_{\text{3rd}}{\text{- K}}_{\text{4th}}{\text{* ψ}}_{\text{4th}}{\text{, ..., - (-1}}^{\text{n}}{\text{) * K}}_{\text{n}}{\text{* ψ}}_{\text{n}}$$

is determined, where ψ ₁ to ψ _n indicate the angle of rotation of the respective chassis, K ₁ to K _{n are} freely selectable proportionality factors and n indicates any number of car bodies. Vehicle according to claim 1, characterized in that the proportionality factors K ₁ , K ₂ , ..., K _{n have} the value 1. Vehicle according to claim 1 or 2, characterized in that the fixed relationship in which the undercarriages stand with respect to one another with respect to their turning angles to the respective car body is produced by hydraulic means. Vehicle according to claim 1 or 2, characterized in that the fixed relationship in which the undercarriages with respect their turning angle to each other body are mutually generated by mechanical means.

Images