EP1479586B1 - Gelenkverbindung für ein gelenkigen Schienenfahrzeug - Google Patents

Gelenkverbindung für ein gelenkigen Schienenfahrzeug Download PDF

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Publication number
EP1479586B1
EP1479586B1 EP04012154A EP04012154A EP1479586B1 EP 1479586 B1 EP1479586 B1 EP 1479586B1 EP 04012154 A EP04012154 A EP 04012154A EP 04012154 A EP04012154 A EP 04012154A EP 1479586 B1 EP1479586 B1 EP 1479586B1
Authority
EP
European Patent Office
Prior art keywords
undercarriage
articulated
vehicle
coupling
abutment means
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.)
Expired - Lifetime
Application number
EP04012154A
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English (en)
French (fr)
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EP1479586A1 (de
Inventor
Heiko Mannsbarth
Paul Gier
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 Transportation Germany GmbH
Original Assignee
Bombardier Transportation 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
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to SI200430019T priority Critical patent/SI1479586T1/sl
Priority to PL04012154T priority patent/PL1479586T3/pl
Publication of EP1479586A1 publication Critical patent/EP1479586A1/de
Application granted granted Critical
Publication of EP1479586B1 publication Critical patent/EP1479586B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL 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
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set

Definitions

  • the invention relates to a coupling device for coupling together the adjacent ends of two vehicle units of an articulated track-bound vehicle and to a track-bound vehicle including such a coupling device. More specifically, the invention relates to an articulated coupling device for an articulated track-bound vehicle comprising two vehicle units supported on a common undercarriage.
  • a coupling device for a Jacobs-type bogie is known from prior art document EP 0 520 301 A1.
  • the facing ends of two vehicle units of an articulated rail-bound vehicle are supported on a common bogie and connected to one another in an articulated fashion via a universal joint.
  • a fork of the universal joint is integral with the upper part of a vertical pivot bearing supported on the bogie.
  • Such an arrangement does not provide any play in the transverse direction between the coupling and the bogie.
  • the bogie has to be provided with a suspended cradle for supporting the vertical pivot bearing.
  • the overall arrangement is bulky, heavy and subject to considerable wear.
  • An improved articulated connection between two subunits of a vehicle is known from DE 44 04 878 C1.
  • the connection is provided with a fork attached to one vehicle subunit, a towing bar attached to the other vehicle subunit and a ball joint inserted between the fork and the towing bar.
  • the two vehicle subunits are directly supported via a secondary suspension on a common Jacobs-type bogie located beneath the articulated connection.
  • a vertical pin is secured to the towing bar and projects downwards into an open space in the bogie. Lateral and longitudinal springs are provided between the vertical pin and the walls of the open space.
  • the articulation assembly is directly connected to the bogie frame.
  • the width of the open space i.e.
  • the invention provides an improved articulated connection between two vehicle units supported on a common undercarriage. More specifically, the invention provides, by simple means, improved control of the relative reciprocal transverse motion between the vehicle units and the undercarriage.
  • an articulated coupling device for an articulated track-bound vehicle comprising two vehicle units supported on a common undercarriage, said articulated coupling device comprising:
  • the coupling comprises at least two elements, one of which is affixed to one of the vehicle units, while the other is attached to the other vehicle unit.
  • the articulated coupling will include one or more additional intermediate elements. Any one of these elements can be used for varying the clearance between the coupling and the undercarriage.
  • the transverse clearance i.e. the amount of play in the transverse direction
  • the transverse clearance decreases when the element of the articulated coupling moves away from an angular mid position relative to the undercarriage, said angular mid position corresponding to an alignment of the first and second vehicle units on a straight track.
  • Particularly smooth running is achieved when the vehicle is travelling on a rectilinear track, while cornering stability is improved.
  • the abutment means comprises a stop element cooperating with a counter-stop element, the stop element being supported by the coupling and the counter-stop element being supported by the undercarriage.
  • the stop element is movable in a vertical plane with respect to its support so as to compensate for the vertical suspension motion of the vehicle units and of the coupling with respect to the undercarriage.
  • the stop element is articulated on the coupling about a horizontal pivot axis.
  • the orientation of the horizontal pivot axis is not essential, but a longitudinal pivot axis is preferred because it allows the device to accommodate both the vertical suspension movement and the tilting movement of the coupling with respect to the undercarriage, which makes the device well adapted to tilting trains.
  • the stop element is carried by an arm pivotally connected to the base.
  • the abutment means may further comprise a guiding means for guiding the stop element towards the counter-stop element in the vertical direction.
  • the abutment means comprises opposed curved walls bordering an open space and a follower inserted into the open space and limited in motion by the curved walls. Only one stop element is necessary for controlling the movement of the coupling in both directions along the transverse axis of the undercarriage, which makes the device particularly compact.
  • the coupling further comprises a shock absorber between the coupling and the undercarriage for absorbing kinetic energy in the transverse direction.
  • an articulated track-bound vehicle comprising:
  • the abutment means is such that the amount of transverse play decreases when the element of the articulated coupling moves away from an angular mid position relative to the undercarriage, said angular mid position corresponding to an alignment of the first and second vehicle units on a straight track.
  • a first pair of left and right wheels is provided under the first vehicle unit, and a second pair of left and right wheels is provided under the second vehicle unit.
  • the secondary suspension comprises a first secondary suspension unit for supporting the first vehicle unit on the frame of the undercarriage and a second secondary suspension unit for supporting the second vehicle unit on the frame of the undercarriage.
  • the secondary suspension units are located between the front and rear pairs of wheels.
  • the first and second secondary suspension units provide springing at least in the vertical direction and in the horizontal transverse direction.
  • a track-bound vehicle in this embodiment a railway or tramway vehicle, comprises two vehicle units 10, 12 supported on a common undercarriage 14 via a secondary suspension 16, and attached to one another by means of an articulated coupling 18 about a vertical axis 19.
  • the undercarriage 14 is provided with a H-shaped frame 20 with two longitudinal beams 22, 24 linked by a cross-member 26.
  • the frame 20 is supported on a first pair of left and right wheels 28 and a second pair of left and right wheels 30, via a primary suspension 31.
  • the undercarriage 14 can be used for defining a spatial reference for the purpose of the description. More specifically, the general horizontal direction of movement of the undercarriage on the track will be defined as longitudinal direction 32, and the direction perpendicular to the longitudinal direction will be defined as transverse direction 33. If the wheels are steerable, the longitudinal direction will be defined by the mid position of the wheels.
  • the secondary suspension 16 comprises a first pair of springs 34 for directly supporting the car body of the first vehicle unit 10 on the cross member 26, a second pair of springs 36 for directly supporting the car body of the second vehicle unit 12 on the cross member 26 and several shock absorbers arranged between the car bodies and the undercarriage.
  • the secondary suspension may also comprise other elements such as torsion bars to control the tilting motion of the car bodies.
  • the wheel axles 28, 30 are located on each side of the two pairs of springs 34, 36 of the secondary suspension, below the car bodies.
  • the articulated coupling 18 comprises a first bracket 40 bolted or otherwise rigidly affixed to the car body of the first vehicle unit 10, a second bracket 42 bolted or otherwise rigidly affixed to the car body of the second vehicle unit 12, each of these brackets supporting an element of a spherical bearing 43 (figure 3) for articulating the first and second brackets with respect to one another.
  • This kind of coupling is well known and described in more detail e.g. in document EP 0 831 003 A2, the description of which is incorporated herein by reference.
  • One of the vehicle units is also connected to the undercarriage via a longitudinal connecting rod for integrally transmitting braking and/or acceleration forces in the longitudinal direction between the undercarriage and the vehicle units.
  • Abutment means 44 consisting of a roller 46 cooperating with two opposed cam-like side walls 48, 49 so that the relative motion between the coupling and the undercarriage is limited in the transverse direction.
  • the roller 46 is supported at the free end of a support arm 50 articulated on the bracket 42 via a cylindrical bearing 52.
  • the roller 46 is inserted in an opening 54 of a plate 56 rigidly affixed to the frame 20.
  • This opening 54 is delimited by the curved cam-like side walls 48, 49.
  • the distance measured in the transverse direction between the opposed side walls 48, 49 varies along a longitudinal axis. More specifically in this example, the opening 54 has a substantially cross-like shape, with two narrow longitudinal ends and a median part of greater dimension in the transverse direction.
  • a slide bar 62 supported at the end of a double arm 64 bears against the upper side of the articulated arm 50 so as to tilt the free end of the arm 50 towards the opening 54.
  • the lower side of the arm 50 bears against a wear plate 66.
  • the roller 46 is thus guided in the vertical direction and maintained between the side walls 48, 49 irrespective of the vertical relative movement between the coupling 18 and the frame of the undercarriage 20, while it is free to move horizontally within the limits defined by the side walls 48, 49 of the opening.
  • a shock absorber 70 is also articulated on the bracket 42 and on the frame of the undercarriage 20.
  • the lower part of bracket 42 extends through an aperture 71 of the frame cross member 26, which is provided with lateral bumpers 72.
  • the clearance between the bracket 42 and the bumpers 72 is relatively small, smaller than the shortest distance measured in the transverse direction between the opposed side walls 48, 49 of the plate 56, so that the bracket 42 will always contact one of the bumper before the roller 46 contacts one of the side walls 48, 49.
  • the bumpers are soft and do not operate as stops.
  • the device operates as follows: when the vehicle is moving on a straight track, the car bodies of the two vehicle units 10, 12 are aligned and the arm 50 is perpendicular to the longitudinal axis 32 of the undercarriage 14. In such a case, the roller 46 is located in the central part of the opening 54. The distance between the side walls 48, 49 of the opening defines the maximum relative free movement or clearance between the bracket 42 and the undercarriage 14 in the transverse direction 33. The coupling 18 is thus able to move laterally together with the vehicle units 10, 12 relative to the undercarriage 14.
  • the springs 34 and 36 which provide both vertical and transverse suspension, regulate the transverse reciprocal motion together with the bumpers 72 and the shock absorber 70. This transverse play is critical for increasing the smooth running of the train.
  • the two vehicle units 10, 12 gradually pivot about the pivot axis of the coupling, while the undercarriage 14 rotates to stay on track.
  • the motion of the bracket 42 with respect to the undercarriage 14 includes a rotation about a vertical geometrical axis, even if the motion as a whole is not pure rotation.
  • the rotation component of the motion makes the roller enter one of the narrow parts of the opening 54.
  • the transverse play between the roller 46 and the side walls 48, 49, and thus between the coupling 18 and the undercarriage 14, is reduced.
  • the shape of the side walls 48, 49 can be adjusted depending on the desired relation between the angular position of the coupling 18 and the undercarriage 14:
  • the shape of the side walls is not necessarily symmetrical.
  • FIG. 5 A detail of a second embodiment of the invention is shown in figure 5.
  • the arm 50 is articulated via pivots 52 to one part of the coupling 18 and carries at its free end a roller 46, which is free to move between two to cam-like plates 56A, 56B bolted to a base plate.
  • the shape of the two cam-like plates 56A, 56B is such that the lateral clearance is made dependent on the direction of rotation, so that more play is given in the centrifugal direction than in the centripetal direction.
  • the cam-like plates can be taken apart and replaced by other plates of different shapes as desired.
  • the frame of the undercarriage can be articulated or made deformable, e.g. for allowing a deformation to compensate for unevenness of the track.
  • the frame can have a square shape with right and left longitudinal beams connected by a front and a rear cross-member.
  • the arm can be oriented longitudinally between the coupling and one of the cross-member, or transversely between the coupling and one of the longitudinal beams.
  • the undercarriage can have one or more pairs of left and right wheels.
  • the wheels of each pair can be mounted on a common axle or be independent from one another.
  • the frame of the undercarriage will be suspended on the wheels by means of a primary suspension, so that the wheels will be allowed at least vertical movement with respect to the frame.
  • the wheels can be articulated on the frame with a vertical axis of rotation for limited active or passive steering purposes.
  • the undercarriage may have drive wheels, which can be driven individually or in pairs.
  • the secondary suspension can have any type of springs, e.g. coil springs or fluid springs.
  • each of the two car bodies is supported on a secondary suspension unit, as described above.
  • the invention is also suitable for a vehicle assembly in which only one of the vehicle units is directly supported on the undercarriage via the secondary suspension, provided the second vehicle unit is properly supported on the first vehicle unit, e.g. via springs and or via the articulated connection itself.
  • the invention is also well suited to tilting trains.
  • the articulation can be a spherical or cylindrical bearing. It can also be a connecting arm articulated on both car bodies.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Vehicle Body Suspensions (AREA)
  • Seal Device For Vehicle (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Vibration Prevention Devices (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Agricultural Machines (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (13)

  1. Gelenkkupplungsvorrichtung für ein Gelenk-Schienenfahrzeug, das zwei Fahrzeugeinheiten (10, 12) umfasst, die auf einem gemeinsamen Untergestell (14) gehalten werden, wobei die besagte Gelenkkupplungsvorrichtung Folgendes umfasst:
    eine Gelenkkupplung (18) zum Verbinden der zwei Fahrzeugeinheiten (10, 12) und um den beiden Fahrzeugeinheiten (10, 12) zu ermöglichen, sich gegeneinander zu drehen;
    ein Anschlagmittel (44) zur Begrenzung einer Querbewegung der Kupplung (18) in Bezug auf das Untergestell (14) und um ein vorgegebenes Querspiel der Kupplung (18) in Bezug auf das Untergestell (14) zu ermöglichen, dadurch gekennzeichnet, dass das Anschlagmittel (44) so ausgelegt ist, dass das vorgegebene Querspiel als Funktion der Winkelstellung eines Elementes (42) der Gelenkkupplung (18) in Bezug auf das Untergestell (14) variabel ist.
  2. Gelenkkupplungsvorrichtung nach Anspruch 1, wobei das Anschlagmittel (44) so ausgelegt ist, dass der Betrag des Querspiels abnimmt, wenn das Element (42) der Gelenkkupplung (18) sich von einer mittleren Winkelstellung, in Bezug auf das Untergestell (14), weg bewegt, wobei die mittlere Winkelstellung einer Ausrichtung der ersten und zweiten Fahrzeugeinheit (10, 12) auf einem geraden Gleis entspricht.
  3. Gelenkkupplungsvorrichtung nach Anspruch 1 oder 2, wobei das Anschlagmittel ein Anschlagelement (46) umfasst, das mit einem Widerlagerelement (48, 49) zusammenarbeitet, wobei das Anschlagelement (46) von der Kupplung (18) und das Widerlagerelement (48, 49) von dem Untergestell (14) gestützt wird.
  4. Gelenkkupplungsvorrichtung nach Anspruch 3, wobei das Anschlagelement (46) in Bezug auf die Kupplung (18) in einer senkrechten Ebene verschoben werden kann.
  5. Gelenkkupplungsvorrichtung nach Anspruch 4, wobei das Anschlagelement (46) an der Kupplung (18) über ein Gelenk zur drehbaren Lagerung um eine horizontale Längsdrehachse gelagert ist.
  6. Gelenkkupplungsvorrichtung nach einem der vorherigen Ansprüche, wobei das Anschlagmittel außerdem Führungsmittel (62) zum Führen des Anschlagelementes (46) zum Widerlagerelement hin (48, 49) in senkrechter Richtung umfasst.
  7. Gelenkkupplungsvorrichtung nach einem der vorherigen Ansprüche, wobei das Anschlagmittel entgegengesetzte gebogene Wände (48, 49) umfasst, die einen offenen Raum (54) begrenzen und ein in den offenen Raum (54) eingesetztes Führungsglied (46), dessen Bewegung durch die gebogenen Wände (48, 49) begrenzt wird.
  8. Gelenkkupplungsvorrichtung nach einem der vorherigen Ansprüche, welche außerdem einen Stoßdämpfer (70) zwischen der Kupplung (18) und dem Untergestell (14) zur Dämpfung der kinetischen Energie in Querrichtung umfasst.
  9. Ein Gelenk-Schienenfahrzeug mit:
    einer ersten Fahrzeugeinheit (10);
    einer zweiten Fahrzeugeinheit (12);
    einem Untergestell (14) mit einem Rahmen (20), der von mindestens einemPaar rechter oder linker Räder gestützt wird;
    einer sekundären Aufhängung (16) zum Tragen der ersten und zweiten Fahrzeugeinheiten auf dem Rahmen (20) des Untergestells (14);
    einer Gelenkkupplungsvorrichtung (18) zum Verbinden der ersten und zweiten Fahrzeugeinheiten und um zu ermöglichen, dass sich die erste und zweite Fahrzeugeinheiten gegeneinander drehen;
    einem Anschlagmittel (44) zur Begrenzung der Bewegung der Kupplung (18) in Querrichtung in Bezug auf das
    Untergestell und um ein vorgegebenes Querspiel zwischen der Kupplung (18) und dem Untergestell (14) zu ermöglichen, dadurch gekennzeichnet, dass das Anschlagmittel so ausgelegt ist, dass das besagte vorgegebene Querspiel als Funktion der Winkelstellung eines Elementes (42) der Gelenkkupplung in Bezug auf den Rahmen (20) des Untergestells variabel ist.
  10. Gelenk-Schienenfahrzeug nach Anspruch 9, wobei das Anschlagmittel (44) so ausgelegt ist, dass der Betrag des Querspiels abnimmt, wenn das Element (42) der Gelenkkupplung sich von einer mittleren Winkelstellung in Bezug auf das Untergestell entfernt, wobei die mittlere Winkelstellung einer Ausrichtung der ersten und zweiten Fahrzeugeinheit auf einem geraden Gleis entspricht.
  11. Gelenk-Schienenfahrzeug nach Anspruch 9 oder 10 mit einem ersten Paar linker und rechter Räder (28), die sich unter der ersten Fahrzeugeinheit (10) befinden und mit einem zweiten Paar linker und rechter Räder (30), die sich unter der zweiten Fahrzeugeinheit (12) befinden.
  12. Gelenk-Schienenfahrzeug nach einem der Ansprüche 9 bis 11, wobei die sekundäre Aufhängung eine erste sekundäre Aufhängungseinheit (34) zur Unterstützung der ersten Fahrzeugeinheit (10) auf dem Rahmen (20) des Untergestells und eine zweite sekundäre Aufhängungseinheit (36) zur Unterstützung der zweiten Fahrzeugeinheit (12) auf dem Rahmen (20) des Untergestells umfasst.
  13. Gelenk-Schienenfahrzeug nach Anspruch 12, wobei die erste und zweite sekundäre Aufhängungseinheiten (34, 36) eine Federung zumindest in der senkrechten Richtung und in der horizontalen Querrichtung bieten.
EP04012154A 2003-05-23 2004-05-21 Gelenkverbindung für ein gelenkigen Schienenfahrzeug Expired - Lifetime EP1479586B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
SI200430019T SI1479586T1 (sl) 2003-05-23 2004-05-21 Zgibna sklopka za zgibno tirnicno vozilo
PL04012154T PL1479586T3 (pl) 2003-05-23 2004-05-21 Przegubowe urządzenie sprzęgające do przegubowego pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0311831 2003-05-23
GB0311831A GB2401843A (en) 2003-05-23 2003-05-23 Coupling assembly for articulated track-bound vehicle

Publications (2)

Publication Number Publication Date
EP1479586A1 EP1479586A1 (de) 2004-11-24
EP1479586B1 true EP1479586B1 (de) 2005-12-21

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ID=9958608

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04012154A Expired - Lifetime EP1479586B1 (de) 2003-05-23 2004-05-21 Gelenkverbindung für ein gelenkigen Schienenfahrzeug

Country Status (9)

Country Link
EP (1) EP1479586B1 (de)
AT (1) ATE313465T1 (de)
DE (1) DE602004000255T2 (de)
DK (1) DK1479586T3 (de)
ES (1) ES2255695T3 (de)
GB (1) GB2401843A (de)
PL (1) PL1479586T3 (de)
PT (1) PT1479586E (de)
SI (1) SI1479586T1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017132512A1 (en) * 2016-01-27 2017-08-03 Advanced Truck Systems Corp. Railway car truck system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR693879A (fr) * 1930-04-14 1930-11-26 France Const Elec Perfectionnement aux locomotives articulées
DE3402522A1 (de) * 1984-01-26 1985-08-01 INA Wälzlager Schaeffler KG, 8522 Herzogenaurach Waelzlager mit drehwinkelabhaengigem drehwiderstand
DE4404878C1 (de) * 1994-02-17 1995-03-16 Talbot Waggonfab Gelenkverbindung für zwei Teileinheiten eines Fahrzeugs

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017132512A1 (en) * 2016-01-27 2017-08-03 Advanced Truck Systems Corp. Railway car truck system
US11230302B2 (en) 2016-01-27 2022-01-25 Advanced Truck Systems Corp. Railway car truck system
US11952019B2 (en) 2016-01-27 2024-04-09 Advanced Truck Systems Corp. Railway car truck system

Also Published As

Publication number Publication date
PT1479586E (pt) 2006-05-31
SI1479586T1 (sl) 2006-06-30
GB0311831D0 (en) 2003-06-25
ES2255695T3 (es) 2006-07-01
DK1479586T3 (da) 2006-04-24
ATE313465T1 (de) 2006-01-15
DE602004000255D1 (de) 2006-01-26
PL1479586T3 (pl) 2006-05-31
DE602004000255T2 (de) 2006-08-31
EP1479586A1 (de) 2004-11-24
GB2401843A (en) 2004-11-24

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