EP1348605A1 - Connection and transition system for adjacent articulated vehicle units of a modular railway vehicle supported on a common bogie - Google Patents

Connection and transition system for adjacent articulated vehicle units of a modular railway vehicle supported on a common bogie Download PDF

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Publication number
EP1348605A1
EP1348605A1 EP03005663A EP03005663A EP1348605A1 EP 1348605 A1 EP1348605 A1 EP 1348605A1 EP 03005663 A EP03005663 A EP 03005663A EP 03005663 A EP03005663 A EP 03005663A EP 1348605 A1 EP1348605 A1 EP 1348605A1
Authority
EP
European Patent Office
Prior art keywords
bellows
connection
transition
joint
link parts
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP03005663A
Other languages
German (de)
French (fr)
Other versions
EP1348605B1 (en
Inventor
Andreas Dipl.-Ing. Krieg
Andreas Dipl.-Ing. Krüger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Deutschland GmbH
Original Assignee
Alstom LHB GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE2002113435 priority Critical patent/DE10213435A1/en
Priority to DE10213435 priority
Application filed by Alstom LHB GmbH filed Critical Alstom LHB GmbH
Publication of EP1348605A1 publication Critical patent/EP1348605A1/en
Application granted granted Critical
Publication of EP1348605B1 publication Critical patent/EP1348605B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00Wagons or vans
    • B61D3/10Articulated vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00Construction details of vehicle bodies
    • B61D17/04Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20Communication passages between coaches; Adaptation of coach ends therefor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00Types of bogies
    • B61F3/12Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set

Abstract

The invention relates to a connection and transition system for articulated with each other and a common chassis-supported link parts of a multi-part rail vehicle having an articulated connection for connecting the link parts and for connecting the link parts to the chassis and an associated, adapted transition system with a rotating bellows / bellows. To use this system for low-floor rail vehicles with a floor height of approx. 800 mm, there is a functional separation in the connecting joint and a double shaft / bellows is used in such a way that a joint (3) for connecting the spaced-apart link parts to one another and at least one trailing arm (4) Connection of the link parts to the undercarriage is provided such that the transition system is formed from an outer and an inner bellows (1; 2), the two bellows (1; 2) forming two mutually closed tubes which are arranged all around and are spaced such that a closed space (9) is formed between them and that the joint (3) is arranged in a protected manner between the bottom region of the inner bellows (2) and the bottom region of the outer bellows (1). <IMAGE>

Description

The invention relates to a connection and transition system for articulated with each other connected link parts supported by a common chassis of a multi-part rail vehicle according to the preamble of claim 1.

Such connection and transition systems for multi-part vehicles are in various versions known. The connection of the two vehicle units with each other essentially takes place through a joint. At over one Common suspension-supported vehicle units will through this joint additional handlebar and or driver elements supplemented and forms a so-called Multi-function joint, which additionally the longitudinal forces as well as the dynamic and static transverse forces of the chassis on the vehicle bodies. On such multifunctional joint is z. B. known from DE 44 04 878 C1.

The disadvantage of this joint is that it is relatively heavy and has large dimensions having. In addition, with such a joint, the maximum Longitudinal forces as well as the dynamic and static transverse forces of the chassis are due to the design cannot be initiated centrally. From this follow additional ones Bending moments that negatively affect the screw connection, the body structure and affect the multifunctional joint itself.

As a transitional protection in the area of the separation points of the two vehicle units Bellows known to give passengers an unrestricted transition from enable one vehicle part to another. A connection and transition system is described in DE 42 27 126 A1 and DE 43 29 674 A1. Here the two vehicle units are connected to each other by a slewing ring joint connected. The distance between the floor constructions of both vehicle units is covered by a platform located on the slewing ring frame supported. As a transitional protection, on the one hand the articulated connection and on the other hand covering the transition area for the outside of the passengers is a simple one Bellows / bellows arranged. The solutions described are particular only intended for land vehicles, such as articulated buses.

As a transition protection for articulated coupled rail vehicles Double bellows known to provide good insulation against sound, temperature and Offer pressure waves. They also have good inherent stability without the necessary ones Relative movements between the articulated To obstruct rail vehicles unacceptably.

Such a transition protection, in particular the connection, is described in EP 0 329 031 A1 of the two double shaft bellows together.

From the magazine Verkehr und Technik 1998, issue 4, p. 124 is for S-Bahn vehicles a connection and transition system known. The connection of the two Vehicle units are made by a multifunction joint. The transition system is formed by a double shaft bellows, the inner bellows with its two lateral surfaces ends below the floor covering. The outer bellows forms a closed tube with an approximately rectangular shape Cross section, the lower area immediately below the floor covering runs. With this version, the multifunction joint remains unprotected outside arranged of the double shaft bellows.

The object of the invention is to provide a connection and transition system to create the type mentioned, with which a low-profile connection car body / car body and body / chassis achieved, protection of the articulation the link parts against environmental influences in multi-part rail vehicles with a floor height of around 800 mm, also in the separation area of the vehicle units allows and good protection of the interior against unwanted Sound, temperature and pressure wave influences are given.

According to the invention, this object is achieved by the features of claim 1 solved. Advantageous embodiments of the invention are in subclaims 2 claimed to 18.

The solution according to the invention has significant advantages. Through the Separation of functions in the articulated connections between the car bodies of both Vehicle units as well as the car bodies and the chassis were used of a double shaft bellows on a low-floor vehicle with a floor height around 800 mm possible for the first time. This results in improvements in the transition area between the two vehicle units. Good insulation is achieved against sound, temperature and pressure waves.

Between the two bellows, the walk-in transition area an annular closed room for reception of signal, electrical and air lines as well as other components, such as created in particular the connecting joint, the roll damper and the like, which are also protected from the influences of the external environment.

By forming the connection between the inner bellows and the End walls of the vehicle units according to claim 9 by means of turnbuckles the accessibility to the space between the inner and outer bellows lying functional parts easier.

The separation of functions in the joint area causes the maximum longitudinal forces and the dynamic and static lateral forces of the chassis no longer exceed the joint in the car body, but introduced directly into the car body structure become. The division of forces also causes the static and dynamic demands on the joint and its screw connections a conventional multifunctional joint around those resulting from the chassis Forces are reduced.

The length of the handlebar is a decisive influencing factor for the fatigue strength of the handlebar bearing. A short handlebar has the same movements of the chassis a larger gimbal and torsional twist compared to a long one Handlebar according to claim 3. Due to the separation of functions, the handlebar length increased by almost 50% compared to a conventional trailing arm become. The reduction of the twist angle allows the use of relatively hard Rubber-metal handlebar bearings, which causes unwanted longitudinal paths to give way Camps can be counteracted.

The separation of functions also enables the use of a small-sized spherical joint.

In summary, the advantages described result in improved driving comfort as well as simplifications in assembly, disassembly and inspection in the Separation area of the link parts.

The invention is explained in more detail below using an exemplary embodiment. The associated drawings show in

Fig. 1
a perspective view of the connection and transition system in the separation area of two vehicle units;
Fig. 2
a view from direction A of FIG. 1 and
Fig. 3
a section along the line BB of FIG. 2, in which the separation area is continued in the direction of the second vehicle unit.

1 and 2 show the front end of a vehicle unit, essentially consisting of a car body 11 with a chassis frame 10 one common chassis in the separation area of two hinged together Vehicle units are functionally linked. The connection of the car bodies 11 with each other and the connection of the car bodies 11 with the chassis frame 10 takes place via two different connecting elements. For connection a joint 3 is provided between the adjacent car bodies 11. How 1 and 3, a fork-link construction is used here, that builds particularly small. For this purpose, a fork cheek is located on a car body 11 3a and attached to the other car body 11 a coupling tab 3b. in the coupled state, both joint elements are not shown by a further Hinged bolts are functionally linked.

For connection between the chassis frame 10 and the car body 11 is a trailing arm 4 is provided, which is directly under the joint 3 in a vertical plane is arranged with this.

Due to this separation of functions, a trailing arm 4 of long construction can be used the main advantages, especially for the fatigue strength of the handlebar bearings having. This type can be seen from Fig.3.

The car body 11 is supported in a manner known per se via air springs 12 on the chassis frame 10.

On both sides of the joint 3 and the trailing arm 4 is on the body 11 each a transverse stop 5 is arranged, which is arranged on the chassis frame 10 Cross buffer 6 is in operative connection. So that the dynamic and static lateral forces of the chassis and taken directly into the body structure initiated. It is beneficial if the center of the cross stop 5 corresponds to the center of the air spring height.

As a transition protection in the separation area of the two vehicle units, a double shaft / bellows is i.e. an outer bellows 1 and an inner bellows 2, intended. The two bellows 1 and 2 form two mutually arranged, all around closed tubes with roughly rectangular cross sections. The bellows side walls of the outer bellows 1 are in the region of the vertical longitudinal plane, in where the vehicle side walls are when driving straight ahead.

The lower section of the outer bellows 1 is drawn in towards the center of the vehicle and pulled down like a trough, causing the joint 3 from the outside is completely shielded.

The inner bellows 2 is at a reasonable distance from the outer bellows 1 arranged so that an enclosed space 9 is formed between the two bellows is used to accommodate signal and supply lines as well other technical components are available. The one at the top vertical bellows side walls of the inner bellows 2 taper to the lower Section down, the lower section between a retractable tread plate 7, which enables unhindered access to the separation area, and above the Joint 3 runs horizontally. The cross section of the two bellows 1 and 2 is recognizable in particular from FIG. 2.

The outer bellows 1 is on the front side of the body 11 of a vehicle unit attached and is coupled with the front of the neighboring Vehicle unit connected in a conventional manner.

The inner bellows 2 is separated by means of one or more turnbuckles 8 via a clamping frame (not shown) also with the front of the car body 11 connected. The connection to the front wall of the other vehicle unit takes place equally. This will make the components, which are arranged in room 9, with little effort, namely by opening the turnbuckles 8. Types are conceivable, in which outer and inner bellows 1 or 2 formed divisible in the vertical dome plane are.

In the upper section of space 9 is also between the spaced two Vehicle units a roll damper 15 for mastering the roll movements arranged and fastened.

A pitch damper is located between the vehicle units to influence the pitching movement 16 attached, the arrangement outside the outer bellows 1 in the upper section.

To avoid yaw or roll movements along both sides of the vehicle units outside the double shaft / bellows and approximately in Height of the air springs 12 between the car body 11 each have a yaw damper 13 and a roll damper between the car body 11 and the chassis frame 10 14 arranged and attached.

List of the reference numerals used

1
bellows
2
bellows
3
joint
3a
fork side flange
3b
coupling lug
4
Trailing arm
5
cross stop
6
cross buffer
7
footboard
8th
turnbuckle
9
room
10
Chassis & frame
11
car body
12
air spring
13
yaw damper
14
yaw damper
15
Wankdämpfer

Claims (19)

  1. Connection and transition system for articulated and supported by a common chassis link parts of a multi-part rail vehicle, having an articulated connection for connecting the link parts and a connection of the link parts with the chassis and a transition device with a circumferential bellows / bellows, characterized in that the Connection system consisting of a joint (3) for connecting the link parts to one another and at least one trailing arm (4) for connecting the link parts to the chassis, that the transition system essentially consists of a double shaft / bellows consisting of an outer and an inner shaft bellows ( 1 and 2), is formed in such a way that the two bellows (1 and 2) form two mutually closed tubes which are closed all around and are spaced such that a closed space (9) is formed between them and that the joint (3) between the bottom area of the interior The bellows (2) and the bottom area of the outer bellows (1) is arranged in a protected manner.
  2. Connection and transition system according to claim 1, characterized in that the joint (3) is designed as a fork-plate construction, with a fork part (3a) on a link part and a coupling plate (3b) attached to the other associated part of the link coupled state are operatively connected to each other by means of a hinge pin.
  3. Connection and transition system according to claim 1, characterized in that trailing arms (4) of long construction with a length> 400 mm are used.
  4. Connection and transition system according to claim 1 or 3, characterized in that the trailing arm (s) (4) is / are arranged lying directly below the joint (3) and in a vertical plane with the joint (3).
  5. Connection and transition system according to one or more of claims 1 to 4, characterized in that the trailing arm (s) (4) is / are arranged outside the bellows (1).
  6. Connection and transition system according to one or more of claims 1 to 5, characterized in that outside the double shaft / bellows on both sides of the joint (3) and the / the trailing arm / s (4) each have a transverse stop (5) on the link part is arranged, which is in operative connection with a transverse buffer (6) arranged on the chassis frame (10).
  7. Connection and transition system according to claim 1 and 6, characterized in that the center of the cross stop (5) is equal to the center of the air spring height.
  8. Connection and transition system according to claim 1, characterized in that the bellows side walls of the outer bellows (1) lie in the region of the vertical longitudinal plane of the vehicle side walls and the lower portion of the bellows (1) is drawn in towards the center of the vehicle and is trough-shaped downwards.
  9. Connection and transition system according to Claim 1, characterized in that the vertical side walls of the inner bellows (2) taper towards the lower section and the bottom region of the bellows (2) runs horizontally between an insertable tread plate (7) and above the joint (3) ,
  10. Connection and transition system according to claim 1, 8 or 9, characterized in that the joint (3) between the bottom region of the inner bellows (2) and the trough-shaped bottom region of the outer bellows (1) is arranged protected.
  11. Connection and transition system according to claim 1, 9 or 10, characterized in that the inner bellows (2) via one or more turnbuckles (8) is connected to the end faces of the link parts.
  12. Connection and transition system according to claim 1, 9, 10 or 11, characterized in that the inner bellows (2) is connected to the latter via a clamping frame arranged on the end faces of the link parts.
  13. Connection and transition system according to claim 1, characterized in that the space (9) is designed for the protected accommodation of signal and supply lines.
  14. Connection and transition system according to claim 1, characterized in that the space (9) is designed for the protected accommodation of dampers.
  15. Connection and transition system according to claim 1 or 14, characterized in that between the upper section of the inner bellows (2) and the upper section of the outer bellows (1) a roll damper (15) is arranged, which is arranged and fastened between the spaced link parts is.
  16. Connection and transition system according to claim 1, characterized in that in the roof area outside the outer bellows (1) a pitch damper (16) is arranged, which is arranged and fastened between the spaced-apart link parts.
  17. Connection and transition system according to claim 1, characterized in that on both sides of the link parts in the vehicle longitudinal direction at the level of the air springs (12) outside the outer bellows (1) a yaw damper (13) is provided, which is arranged and fastened between the spaced link parts is.
  18. Connection and transition system according to claim 1, characterized in that a roll damper (14) is provided on both sides in the longitudinal direction of the vehicle in the vicinity of the yaw damper (13) outside the outer bellows (1), which is angled and fastened between the link part and the chassis is.
  19. Connection and transition system according to claim 1, characterized in that a low-floor floor with a floor height of about 800 mm is feasible.
EP20030005663 2002-03-26 2003-03-13 Connection and transition system for adjacent articulated vehicle units of a modular railway vehicle supported on a common bogie Active EP1348605B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE2002113435 DE10213435A1 (en) 2002-03-26 2002-03-26 Connection and transition system for articulated parts of a multi-part rail vehicle that are supported by a common running gear
DE10213435 2002-03-26

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SI200331631T SI1348605T1 (en) 2002-03-26 2003-03-13 Connection and transition system for adjacent articulated vehicle units of a modular railway vehicle supported on a common bogie

Publications (2)

Publication Number Publication Date
EP1348605A1 true EP1348605A1 (en) 2003-10-01
EP1348605B1 EP1348605B1 (en) 2009-04-29

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ID=27798185

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20030005663 Active EP1348605B1 (en) 2002-03-26 2003-03-13 Connection and transition system for adjacent articulated vehicle units of a modular railway vehicle supported on a common bogie

Country Status (5)

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EP (1) EP1348605B1 (en)
AT (1) AT430076T (en)
DE (2) DE10213435A1 (en)
ES (1) ES2326630T3 (en)
SI (1) SI1348605T1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014111302A1 (en) * 2013-01-15 2014-07-24 Siemens Ag Österreich Passenger rail vehicle

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0329031A1 (en) 1988-02-12 1989-08-23 HÜBNER Gummi- und Kunststoff GmbH Protection of the passage between coupled articulated railway vehicles
DE4227126A1 (en) 1992-05-07 1993-11-11 Huebner Gummi & Kunststoff Articulated connection between two articulated vehicles
DE4329674A1 (en) 1993-09-02 1995-03-09 Huebner Gummi & Kunststoff Gap structure between the intercommunicating platform and the floors of the front components and rear components of articulated vehicles, in particular articulated town buses
DE4404878C1 (en) 1994-02-17 1995-03-16 Talbot Waggonfab Articulated connection for two sub-units of a vehicle
US5953997A (en) * 1996-07-26 1999-09-21 Lohr Industrie Composite articulated connection for a public transportation vehicle
WO2000003905A1 (en) * 1998-07-17 2000-01-27 Stork Rmo B.V. Rail vehicle and running mechanism therefor
WO2000027656A1 (en) 1998-11-05 2000-05-18 Hübner Gummi- Und Kunststoff Gmbh Connecting device between two vehicle parts of an articulated vehicle that are interconnected in an articulated manner

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2318369A1 (en) * 1973-04-12 1974-10-31 Wegmann & Co Schienengliederzug, in particular road, train
DE2526703C2 (en) * 1975-06-14 1986-07-03 Scharfenbergkupplung Gmbh, 3320 Salzgitter, De
FR2645097B1 (en) * 1989-03-28 1991-06-21 Caoutchouc Manuf Plastique Deformable membrane for intercirculation tunnel between successive railway or road vehicles with growing depth wave
DE4121080A1 (en) * 1991-06-26 1993-01-14 Waggon Union Gmbh Coupling device for the end of two jointly connected vehicle units based on a common bogie
DE9404993U1 (en) * 1993-03-25 1994-06-16 Jenbacher Transportsysteme Bellows
DE19638763C2 (en) * 1996-09-21 2001-02-15 Daimler Chrysler Ag Bogie connection for Jacobs bogies
AT2201U1 (en) * 1997-01-22 1998-06-25 Jenbacher Energiesysteme Ag Elastic bellow connection
EP1162121B1 (en) * 2000-06-05 2005-04-06 Le Joint Francais Snc Device for fixing a bellows and method for its application

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0329031A1 (en) 1988-02-12 1989-08-23 HÜBNER Gummi- und Kunststoff GmbH Protection of the passage between coupled articulated railway vehicles
DE4227126A1 (en) 1992-05-07 1993-11-11 Huebner Gummi & Kunststoff Articulated connection between two articulated vehicles
DE4329674A1 (en) 1993-09-02 1995-03-09 Huebner Gummi & Kunststoff Gap structure between the intercommunicating platform and the floors of the front components and rear components of articulated vehicles, in particular articulated town buses
DE4404878C1 (en) 1994-02-17 1995-03-16 Talbot Waggonfab Articulated connection for two sub-units of a vehicle
US5953997A (en) * 1996-07-26 1999-09-21 Lohr Industrie Composite articulated connection for a public transportation vehicle
WO2000003905A1 (en) * 1998-07-17 2000-01-27 Stork Rmo B.V. Rail vehicle and running mechanism therefor
WO2000027656A1 (en) 1998-11-05 2000-05-18 Hübner Gummi- Und Kunststoff Gmbh Connecting device between two vehicle parts of an articulated vehicle that are interconnected in an articulated manner

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
VERKEHR UND TECHNIK, 1998, pages 124

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014111302A1 (en) * 2013-01-15 2014-07-24 Siemens Ag Österreich Passenger rail vehicle

Also Published As

Publication number Publication date
DE10213435A1 (en) 2003-10-09
ES2326630T3 (en) 2009-10-16
EP1348605B1 (en) 2009-04-29
AT430076T (en) 2009-05-15
DE50311462D1 (en) 2009-06-10
SI1348605T1 (en) 2009-12-31

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