EP1674367B1 - Device for the articulated linkage between two bodies of a multi-unit railway vehicle - Google Patents

Device for the articulated linkage between two bodies of a multi-unit railway vehicle Download PDF

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Publication number
EP1674367B1
EP1674367B1 EP05109565A EP05109565A EP1674367B1 EP 1674367 B1 EP1674367 B1 EP 1674367B1 EP 05109565 A EP05109565 A EP 05109565A EP 05109565 A EP05109565 A EP 05109565A EP 1674367 B1 EP1674367 B1 EP 1674367B1
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EP
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Prior art keywords
wagon
gravity
bodies
wagon body
centre
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Not-in-force
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EP05109565A
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German (de)
French (fr)
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EP1674367A1 (en
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Gerhard Schmidt
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles

Definitions

  • the invention relates to a device for the articulated connection of two car bodies of a multi-unit rail vehicle, according to the preamble of claim 1.
  • Such a device is from the FR 1 539 860 known.
  • the articulated train arrangement i. the connection of the individual cars of a train by a single, only rotationally movable joint is a proven design principle in rail vehicle construction.
  • one single bogie is sufficient for each wagon crossing, which means that the number of bogies in the train can be significantly reduced even while keeping their distance.
  • the relative movements at the transitions of the car due to the limited degrees of freedom are much lower, which significantly simplifies the implementation of transitional devices.
  • Such a high rigidity is generated either by the type of joints that do not have the corresponding degree of freedom, or by the connection of two car body ends to a joint area arranged in common bogie (eg Jakobs-type with separate secondary spring per car body corresponding to the railcar trains series 423 to 426 of the German Railways AG).
  • Due to the rigid coupling of the car bodies it is possible to compensate for track position disturbances and overhanging ramps worse than for single cars, which can lead to wheel derailment critical wheel unloadings.
  • all component and assembly tolerances are summed over the train length, so that a final adjustment for adjusting the wheel loads on the entire tractor may be required, which places significant demands on the metrological equipment.
  • a possible solution to the above-described problem is a soft around the longitudinal axis of the joints in conjunction with a clear assignment of the bogies to exactly one car body - at least with respect to the roll support.
  • This is achieved, for example, with the one-stage high-speed train TGV, which is made possible by elastomere joints that can be rotated on all sides and a connection of the anti-roll bars to only one body.
  • TGV high-speed train
  • Jakobs bogies in total always have a bogie more than car bodies, obviously the assignment of Wankabstützung each bogie to a car body whose mass corresponds exactly to the load of this bogie, not consistently possible.
  • the invention has for its object to make a device of the generic type so that the aforementioned disadvantages of the existing vercardenfin designs are avoided.
  • the device according to the invention is characterized in that the rolling moments are distributed in the same distribution on the bogies as the vertical loads, so that the tipping stability of all bogies is optimally utilized. Since the transmission of the transverse forces between the car bodies is at the level of their centers of gravity, the stationary effect on the chassis at unbalanced lateral acceleration for an attached via the articulated car body mass is equal to a wankfest coupled. The dynamic parts of the rolling forces are not transmitted by the system itself. However, it is not a problem to couple the car bodies by intermediate dampers. Unlike elastic or kinematic coupling, as in the existing articulated trains described above, viscous dampers avoid tensions due to tolerance problems because they are self-adjusting.
  • a car body 1 belonging to an articulated train is connected to at least one chassis 3.
  • the other car body 2 which has a supporting arm 4 facing the car body 1 is supported on the car body 1 with a substantial proportion of its weight via the connecting device in all loading states. Because a transmission of longitudinal forces between the car bodies 1 and 2 at the height of their centers of gravity for reasons of structural load usually not useful, a structural separation of the force components is preferred in the embodiments.
  • the longitudinal forces are transmitted at the height of the undercarriage of the two car bodies 1 and 2, for example, by a loadable on train and pressure, articulated coupling rod 8 - see Fig. 1 and 3 - Or by means of a tie rod 10 and at least one effective in the compression direction buffer 9 (see Fig. 6 ).
  • a corresponding embodiment is conceivable as elastic support 5, approximately in the form of in Fig. 2 illustrated, wedge-shaped rubber layer springs whose stiffness center of gravity is at the height of the center of gravity S of the car bodies 1 and 2.
  • a suspension of the car body 2 can take place via a link 6 having Gelenkgetriebe whose instantaneous position is at the height of the box center of gravity S, as shown in the 3 and 4 is shown.
  • the transverse force transmission can also directly at the height of the center of gravity S by transverse stops 7 ( Fig. 5 ) or appropriately arranged handlebars.
  • a complete articulated train with one of the connecting devices explained here can have two car bodies 1 forming the ends of the train, which are supported at their two head sections on a respective chassis 3. Between such Endwagenkarsten 1 arranged in basically any number average car bodies 2 can rest on only one chassis 3, which is located below the side facing away from the connecting device, not shown end portion of the corresponding car body 2. However, it is also possible to provide the or the middle car bodies 2 of the articulated train free of trolleys 3 as so-called floating car bodies, in each of which one of the connecting devices according to the invention is disposed of at both car ends.

Abstract

The device is for the articulated connection of two wagon bodies of a multi-section rail vehicle, whereby one wagon body (2) under all load conditions with a substantial portion of its weight is supported via the device on the other wagon body (1) which is connected to the bogie (3). The torsional rigidity between the wagon bodies around the vehicle's longitudinal axis is low in comparison to the connecting rigidity of the wagon body to the bogie. Forces encountered in the vehicle's transverse direction are transmitted approximately at the level of the center of gravity of the wagon body connected to the bogie.

Description

Die Erfindung betrifft eine Vorrichtung zum gelenkigen Verbinden zweier Wagenkästen eines mehrgliedrigen Schienenfahrzeuges, nach dem Oberbegriff von Anspruch 1.The invention relates to a device for the articulated connection of two car bodies of a multi-unit rail vehicle, according to the preamble of claim 1.

Eine solche Vorrichtung ist aus der FR 1 539 860 bekannt.Such a device is from the FR 1 539 860 known.

Die Gliederzuganordnung, d.h. die Verbindung der einzelnen Wagen eines Zuges durch jeweils ein einziges, nur rotatorisch bewegliches Gelenk, ist ein bewährtes Konstruktionsprinzip im Schienenfahrzeugbau. Im Gegensatz zu Einzelwagen mit jeweils zwei Fahrwerken (bzw. Drehgestellen) genügt hierbei ein einziges Fahrwerk je Wagenübergang, womit sich die Zahl der Fahrwerke des Zuges selbst unter Beibehaltung ihres Abstands deutlich reduzieren lässt. Zudem sind die Relativbewegungen an den Übergängen der Wagen aufgrund der eingeschränkten Freiheitsgrade wesentlich geringer, was die Ausführung von Übergangseinrichtungen wesentlich vereinfacht.The articulated train arrangement, i. the connection of the individual cars of a train by a single, only rotationally movable joint is a proven design principle in rail vehicle construction. In contrast to single wagons with two bogies (or bogies), one single bogie is sufficient for each wagon crossing, which means that the number of bogies in the train can be significantly reduced even while keeping their distance. In addition, the relative movements at the transitions of the car due to the limited degrees of freedom are much lower, which significantly simplifies the implementation of transitional devices.

Ein Problem ergibt sich bei vielen realisierten Gliederzügen durch eine um die Fahrzeuglängsachse torsionssteife Kopplung der Wagenkästen. Eine solche hohe Steifigkeit wird entweder erzeugt durch die Bauart der Gelenke, die den entsprechenden Freiheitsgrad nicht besitzen, oder durch die Anbindung jeweils zweier Wagenkastenenden an ein im Gelenkbereich angeordnetes, gemeinsames Drehgestell (z.B. nach Jakobs-Bauart mit separater Sekundärfeder je Wagenkasten entsprechend den Triebwagenzügen Baureihe 423 bis 426 der Deutschen Bahn AG). Durch die steife Kopplung der Wagenkästen können Gleislagestörungen und Überhöhungsrampen schlechter als bei Einzelwagen kompensiert werden, was zu entgleisungskritischen Radentlastungen führen kann. Zudem werden alle Bauteil- und Montagetoleranzen über der Zuglänge aufsummiert, so dass eine abschließende Justierung zur Einstellung der Radlasten an der gesamten Zugeinheit erforderlich sein kann, was erhebliche Anforderungen an die messtechnische Ausrüstung stellt.A problem arises in many realized articulated trains by a vehicle longitudinal axis torsionally rigid coupling of the car bodies. Such a high rigidity is generated either by the type of joints that do not have the corresponding degree of freedom, or by the connection of two car body ends to a joint area arranged in common bogie (eg Jakobs-type with separate secondary spring per car body corresponding to the railcar trains series 423 to 426 of the German Railways AG). Due to the rigid coupling of the car bodies, it is possible to compensate for track position disturbances and overhanging ramps worse than for single cars, which can lead to wheel derailment critical wheel unloadings. In addition, all component and assembly tolerances are summed over the train length, so that a final adjustment for adjusting the wheel loads on the entire tractor may be required, which places significant demands on the metrological equipment.

Eine mögliche Lösung des zuvor erläuterten Problems ist eine um die Längsachse weiche Ausführung der Gelenke in Verbindung mit einer eindeutigen Zuordnung der Drehgestelle zu genau einem Wagenkasten - zumindest bezüglich der Wankabstützung. Beim einstöckigen Hochgeschwindigkeitszug TGV wird dies z.B. erreicht durch allseitig drehbare Elastomergelenke und eine Anbindung der Wankstützen an jeweils nur einen Wagenkasten. Da Gliederzüge mit an den Kastenenden (d.h. in der Nähe der Gelenke) angeordneten Jakobs-Drehgestellen insgesamt immer ein Drehgestell mehr als Wagenkästen besitzen, ist offensichtlich die Zuordnung der Wankabstützung jedes Drehgestells zu einem Wagenkasten, dessen Masse exakt der Belastung dieses Drehgestells entspricht, nicht durchgängig möglich. Falls der Schwerpunkt eines Wagenkastens höher als die Gelenke liegt, was in der Regel der Fall ist, erzeugen Querkräfte aus unausgeglichener Seitenbeschleunigung um diese Gelenke ein Wankmoment, das nur von den an diesen Kasten wanksteif angekoppelten Drehgestellen aufgenommen werden kann. Aufgrund der ungleichmäßigen Zuordnung muss mindestens ein Drehgestell des Zuges einen höheren Anteil an Wankbelastung aufnehmen als es seinem Anteil an vertikaler Auflast entspricht, was zum Kippen (einseitige Radentlastung) führen kann.A possible solution to the above-described problem is a soft around the longitudinal axis of the joints in conjunction with a clear assignment of the bogies to exactly one car body - at least with respect to the roll support. This is achieved, for example, with the one-stage high-speed train TGV, which is made possible by elastomere joints that can be rotated on all sides and a connection of the anti-roll bars to only one body. Since articulated trains with arranged at the box ends (ie near the joints) Jakobs bogies in total always have a bogie more than car bodies, obviously the assignment of Wankabstützung each bogie to a car body whose mass corresponds exactly to the load of this bogie, not consistently possible. If the center of gravity of a car body is higher than the joints, which is usually the case, transverse forces of unbalanced lateral acceleration around these joints generate a rolling moment that can only be absorbed by the bogies that are connected to this box in a staggered manner. Due to the uneven allocation at least one bogie of the train must absorb a higher proportion of rolling load than its proportion of vertical load corresponds, which can lead to tipping (one-sided wheel relief).

Der Erfindung liegt die Aufgabe zugrunde, eine Vorrichtung der gattungsgemäßen Art so zu gestalten, dass die zuvor genannten Nachteile der existierenden verdrehweichen Bauweisen vermieden sind.The invention has for its object to make a device of the generic type so that the aforementioned disadvantages of the existing verdrehweichen designs are avoided.

Diese Aufgabe wird bei der eingangs genannten Vorrichtung durch die kennzeichnenden Merkmale des Anspruchs 1 gelöst.This object is achieved in the device mentioned above by the characterizing features of claim 1.

Die Vorrichtung nach der Erfindung zeichnet sich dadurch aus, dass die Wankmomente in derselben Aufteilung auf die Drehgestelle verteilt werden wie die vertikalen Auflasten, womit die Kippstabilität aller Drehgestelle optimal ausgenutzt wird. Da die Übertragung der Querkräfte zwischen den Wagenkästen auf Höhe ihrer Schwerpunkte erfolgt, ist die stationäre Wirkung auf das Fahrwerk bei unausgeglichener Seitenbeschleunigung für eine über die gelenkige Verbindung angehängte Wagenkastenmasse gleich der einer wankfest angekoppelten. Die dynamischen Anteile der Wankkräfte werden systembedingt nicht durch den Gelenkmechanismus selbst übertragen. Es stellt jedoch kein Problem dar, die Wagenkästen durch zwischengeschaltete Dämpfer zu koppeln. Im Gegensatz zur elastischen oder kinematischen Kopplung, wie bei den oben beschriebenen existierenden Gliederzügen, vermeiden viskose Dämpfer Verspannungen aufgrund von Toleranzproblemen, da diese selbsteinstellend sind.The device according to the invention is characterized in that the rolling moments are distributed in the same distribution on the bogies as the vertical loads, so that the tipping stability of all bogies is optimally utilized. Since the transmission of the transverse forces between the car bodies is at the level of their centers of gravity, the stationary effect on the chassis at unbalanced lateral acceleration for an attached via the articulated car body mass is equal to a wankfest coupled. The dynamic parts of the rolling forces are not transmitted by the system itself. However, it is not a problem to couple the car bodies by intermediate dampers. Unlike elastic or kinematic coupling, as in the existing articulated trains described above, viscous dampers avoid tensions due to tolerance problems because they are self-adjusting.

Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen angegeben.Advantageous embodiments of the invention are specified in the subclaims.

Im Weiteren wird die Erfindung anhand von Ausführungsbeispielen näher beschrieben, die in der Zeichnung jeweils prinzipartig dargestellt sind. Es zeigen

Fig. 1
die Endbereiche von zwei Wagenkästen eines mehrgliedrigen Schienenfahrzeuges mit einer erfindungsgemäßen Verbindungsvorrichtung in Seitenansicht,
Fig. 2
den Schnitt nach der Linie II - II in Fig. 1,
Fig. 3
eine der Fig. 1 ähnliche Seitenansicht mit einer alternativ ausgeführten Verbindungsvorrichtung,
Fig. 4
den Schnitt nach der Linie IV - IV in Fig. 3,
Fig. 5
eine weitere Gestaltungsmöglichkeit einer Verbindungsvorrichtung im Querschnitt,
Fig. 6
eine den Fig. 1 bzw. 3 ähnliche Seitenansicht mit einer nächsten Ausführungsform einer Verbindungsvorrichtung.
Furthermore, the invention will be described in more detail with reference to exemplary embodiments, which are shown in principle in the drawing. Show it
Fig. 1
the end portions of two car bodies of a multi-unit rail vehicle with a connecting device according to the invention in side view,
Fig. 2
the section along the line II - II in Fig. 1 .
Fig. 3
one of the Fig. 1 similar side view with an alternative connecting device,
Fig. 4
the section along the line IV - IV in Fig. 3 .
Fig. 5
a further design possibility of a connecting device in cross section,
Fig. 6
a the Fig. 1 or 3 similar side view with a next embodiment of a connecting device.

Gemäß den Fig. 1, 3 und 6, ist ein zu einem Gliederzug gehörender Wagenkasten 1 mit zumindest einem Fahrwerk 3 verbunden. Der andere Wagenkasten 2, der einen dem Wagenkasten 1 zugewandten Abstützarm 4 aufweist, stützt sich bei allen Beladungszuständen mit einem wesentlichen Anteil seines Gewichts über die Verbindungsvorrichtung auf dem Wagenkasten 1 ab. Da eine Übertragung von Längskräften zwischen den Wagenkästen 1 und 2 auf Höhe ihrer Schwerpunkte aus Gründen der Strukturbelastung in der Regel nicht sinnvoll ist, wird in den Ausführungsbeispielen eine konstruktive Trennung der Kraftkomponenten bevorzugt.According to the Fig. 1 . 3 and 6 , a car body 1 belonging to an articulated train is connected to at least one chassis 3. The other car body 2, which has a supporting arm 4 facing the car body 1, is supported on the car body 1 with a substantial proportion of its weight via the connecting device in all loading states. Because a transmission of longitudinal forces between the car bodies 1 and 2 at the height of their centers of gravity for reasons of structural load usually not useful, a structural separation of the force components is preferred in the embodiments.

Die Längskräfte werden auf Höhe des Untergestells der beiden Wagenkästen 1 und 2 übertragen, beispielsweise durch eine auf Zug und Druck belastbare, gelenkig gelagerte Kuppelstange 8 - siehe Fig. 1 und 3 - oder mittels einer Zugstange 10 und wenigstens eines in Druckrichtung wirksamen Puffers 9 (siehe Fig. 6).The longitudinal forces are transmitted at the height of the undercarriage of the two car bodies 1 and 2, for example, by a loadable on train and pressure, articulated coupling rod 8 - see Fig. 1 and 3 - Or by means of a tie rod 10 and at least one effective in the compression direction buffer 9 (see Fig. 6 ).

Für Vertikal- und Querkräfte wäre die Anordnung eines reellen Gelenks auf Schwerpunktshöhe der Wagenkästen 1 und 2 zwar denkbar, jedoch ist aus Gründen der Gestaltung des Fahrgastraums meist ein virtueller Drehpunkt zu bevorzugen, der einen Durchgang in Fahrzeugmitte frei lässt. Eine entsprechende Ausführung ist denkbar als elastische Abstützung 5, etwa in Form von in Fig. 2 dargestellten, keilförmig angeordneten Gummischichtfedern, deren Steifigkeitsschwerpunkt auf Höhe des Schwerpunkts S der Wagenkästen 1 und 2 liegt. Alternativ kann eine Aufhängung des Wagenkastens 2 über ein Lenker 6 aufweisendes Gelenkgetriebe erfolgen, dessen Momentanpol auf Höhe des Kastenschwerpunkts S liegt, wie dies in den Fig. 3 und 4 gezeigt ist. Die Querkraftübertragung kann auch direkt in Höhe des Schwerpunkts S durch Queranschläge 7 (Fig. 5) oder entsprechend angeordnete Lenker erfolgen.For vertical and transverse forces, the arrangement of a real joint at the center of gravity of the car bodies 1 and 2 would indeed conceivable, but for reasons of design of the passenger compartment usually a virtual pivot point is preferable, leaving a passage in the center of the vehicle. A corresponding embodiment is conceivable as elastic support 5, approximately in the form of in Fig. 2 illustrated, wedge-shaped rubber layer springs whose stiffness center of gravity is at the height of the center of gravity S of the car bodies 1 and 2. Alternatively, a suspension of the car body 2 can take place via a link 6 having Gelenkgetriebe whose instantaneous position is at the height of the box center of gravity S, as shown in the 3 and 4 is shown. The transverse force transmission can also directly at the height of the center of gravity S by transverse stops 7 ( Fig. 5 ) or appropriately arranged handlebars.

Aufgrund des hoch liegenden Drehpunkts muss die Längskraftübertragung gewisse Querbewegungen zulassen, so dass eine Lagerung der Kuppelstange 8 in zwei Gelenken (Fig. 1) oder für den Puffer 9 eine Gleitfläche (Fig. 6) in Betracht kommt. Da die Querbewegungen jedoch ausschließlich aus Längsverwindungen des Zugverbands resultieren, sind die erforderlichen Wege minimal, insbesondere auch für eine übliche Übergangsbrücke und einen Faltenbalg.Due to the high-lying pivot point, the longitudinal force transmission must permit certain transverse movements, so that a bearing of the coupling rod 8 in two joints ( Fig. 1 ) or for the buffer 9 a sliding surface ( Fig. 6 ) in Consideration comes. However, since the transverse movements result exclusively from longitudinal distortions of the drawstring, the required paths are minimal, especially for a conventional transition bridge and a bellows.

Ein besonderer Vorteil ergibt sich im Übrigen dadurch, dass bei den Elementen zur Längskraftübertragung (Zugstange 8 bzw. Puffer 9) existierende Lösungen für reversible oder irreversible Vorrichtungen zur gezielten Aufnahme der Energie von Längsstößen genutzt werden können.Incidentally, a particular advantage results from the fact that existing solutions for reversible or irreversible devices for targeted absorption of the energy of longitudinal joints can be used in the elements for longitudinal force transmission (drawbar 8 or buffer 9).

Ein vollständiger Gliederzug mit einer der hier erläuterten Verbindungsvorrichtungen kann zwei die Enden des Zuges bildende Wagenkästen 1 aufweisen, die an ihren beiden Kopfabschnitten auf jeweils einem Fahrwerk 3 abgestützt sind. Zwischen solchen Endwagenkästen 1 in grundsätzlich beliebiger Anzahl angeordnete mittlere Wagenkästen 2 können auf jeweils nur einem Fahrwerk 3 ruhen, das unterhalb des von der Verbindungsvorrichtung abgewandten, nicht dargestellten Endbereichs des entsprechenden Wagenkastens 2 platziert ist. Es besteht jedoch auch die Möglichkeit, den oder die mittleren Wagenkästen 2 des Gliederzuges frei von Fahrwerken 3 als so genannte schwebende Wagenkästen vorzusehen, bei denen an beiden Wagenenden jeweils eine der erfindungsgemäßen Verbindungsvorrichtungen abgebracht ist.A complete articulated train with one of the connecting devices explained here can have two car bodies 1 forming the ends of the train, which are supported at their two head sections on a respective chassis 3. Between such Endwagenkästen 1 arranged in basically any number average car bodies 2 can rest on only one chassis 3, which is located below the side facing away from the connecting device, not shown end portion of the corresponding car body 2. However, it is also possible to provide the or the middle car bodies 2 of the articulated train free of trolleys 3 as so-called floating car bodies, in each of which one of the connecting devices according to the invention is disposed of at both car ends.

Claims (6)

  1. Device for connecting two wagon bodies (1, 2) of a multi-unit railway vehicle in an articulated fashion, in which one of the wagon bodies (2) is supported in all load states with a significant proportion of its weight via the device on the other wagon body (1) which is connected to at least one set of running gear (3),
    wherein the torsional strength between the wagon bodies (1, 2) about the longitudinal axis of the vehicle is low compared to the strength of the connection of the wagon body (1) to its running gear (3), wherein forces occurring in the lateral direction of the vehicle are transmitted approximately at the level of the centre of gravity (S) of the wagon body (1) which is connected to the running gear (3), characterized in that elements (8, 9) which transmit longitudinal forces contain reversible or irreversible devices for selectively absorbing the energy from longitudinal impacts.
  2. Device according to Claim 1, characterized in that the support (5) is provided via elastic connections which are dimensioned and arranged in such a way that the centre of gravity of the spring stiffness in the lateral direction of the vehicle is approximately at the level of the centre of gravity of the supported wagon body (2).
  3. Device according to Claim 1, characterized in that the support is provided via a linkage transmission which has a connecting arm (6) and whose instantaneous pole is approximately at the level of the centre of gravity of the supported wagon body (2).
  4. Device according to Claim 1, characterized in that the lateral forces are transmitted by at least one force-transmitting element which is active only in the lateral direction and is arranged approximately at the level of the centre of gravity of the supported wagon body (2).
  5. Device according to one of Claims 1 to 4, characterized in that the longitudinal forces are transmitted between the wagon bodies (1, 2) by means of a coupling rod (8) which can be loaded in tension and in compression and is mounted in an articulated fashion.
  6. Device according to one of Claims 1 to 4, characterized in that the longitudinal forces are respectively transmitted separately between the wagon bodies (1, 2) for the direction of tension and the direction of compression by separate means, specifically a pull rod (10) and a buffer (9), respectively,
    wherein the elements (9) which transmit the pressure can slide with respect to one another in the bearing faces.
EP05109565A 2004-12-27 2005-10-14 Device for the articulated linkage between two bodies of a multi-unit railway vehicle Not-in-force EP1674367B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102004062664A DE102004062664A1 (en) 2004-12-27 2004-12-27 Device for the articulated connection of two car bodies of a multi-unit rail vehicle

Publications (2)

Publication Number Publication Date
EP1674367A1 EP1674367A1 (en) 2006-06-28
EP1674367B1 true EP1674367B1 (en) 2009-07-29

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AT (1) ATE437785T1 (en)
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Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006049868B3 (en) * 2006-10-23 2007-09-27 Siemens Ag Vehicles e.g. tram-car, connecting device for use in railway system, has joint wings arranged at each vehicle as upper articulation, where joint wings in one vehicle is connected to joint wings in another vehicle by non-supported bearing
DE102013208849B4 (en) 2013-05-14 2020-10-08 Siemens Mobility GmbH Wheel-less vehicle bridge box
DE102016219201A1 (en) * 2016-10-04 2017-11-30 Siemens Aktiengesellschaft Coupling device for supported on a common chassis car bodies of a rail vehicle
FR3124784A1 (en) * 2021-07-05 2023-01-06 Alstom Transport Technologies Chain of semi-trailer vehicles and associated articulated train

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB793437A (en) * 1955-05-05 1958-04-16 Acf Ind Inc Articulated rail car with individually guided axles
DE1142894B (en) * 1957-05-14 1963-01-31 Goerlitz Waggonbau Veb Articulated rail train
FR1539860A (en) * 1967-08-07 1968-09-20 Atel Const Nord De La France Rail vehicle

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DE502005007776D1 (en) 2009-09-10
DE102004062664A1 (en) 2006-07-06
EP1674367A1 (en) 2006-06-28
ATE437785T1 (en) 2009-08-15

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