EP1712443A1 - Multiple-unit articulated vehicle, especially railway vehicle. - Google Patents

Multiple-unit articulated vehicle, especially railway vehicle. Download PDF

Info

Publication number
EP1712443A1
EP1712443A1 EP06007366A EP06007366A EP1712443A1 EP 1712443 A1 EP1712443 A1 EP 1712443A1 EP 06007366 A EP06007366 A EP 06007366A EP 06007366 A EP06007366 A EP 06007366A EP 1712443 A1 EP1712443 A1 EP 1712443A1
Authority
EP
European Patent Office
Prior art keywords
axis
car body
vehicle
vehicle according
joint
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
EP06007366A
Other languages
German (de)
French (fr)
Other versions
EP1712443B1 (en
Inventor
Bernd Müller
Harald Hentschel
Jörg Blüthgen
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 PL06007366T priority Critical patent/PL1712443T3/en
Publication of EP1712443A1 publication Critical patent/EP1712443A1/en
Application granted granted Critical
Publication of EP1712443B1 publication Critical patent/EP1712443B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • 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

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, with a first car body and an adjacent second car body, which are connected via a first hinge device and a second hinge device.
  • the first articulation device and the second articulation device are arranged offset along a first vertical axis of the first vehicle body.
  • the first car body and the second car body are pivotally connected via the first hinge device about a first pivot axis parallel to the first pivot axis and pivotally connected via the second hinge means about a second vertical axis parallel to the first pivot axis.
  • the articulated joint assembly comprises an upper and a lower pivot bearing whose pivot axes are aligned so that the car bodies can be pivoted to each other in a horizontal plane, but the car bodies are torsionally rigidly connected to each other about the vehicle longitudinal axis.
  • each articulated joints are known in which adjacent car bodies are connected via a single turntable arrangement in the bottom region of the car bodies.
  • torsional loads are not introduced into the entire car body structure, but mainly in the soil structure of the respective car body.
  • the turntable must be designed to be correspondingly complex in order to transmit the torsional loads.
  • the present invention is therefore based on the object to provide a vehicle of the type mentioned above, which does not have the disadvantages mentioned above or at least to a lesser extent and in particular allows a simplified car body structure.
  • the present invention solves this problem starting from an arrangement according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that it is possible to achieve a vehicle with a significantly simplified vehicle body structure if at least the first articulated device is designed such that it oscillates between the first vehicle body and the second vehicle body parallel to the first longitudinal axis of the first vehicle body Roll axle permits.
  • the first joint device can be designed such that it nevertheless transmits longitudinal forces in the direction of the first longitudinal axis and thus supports pitching moments about the vehicle transverse axis.
  • the first hinge means a parallel to the first longitudinal axis torsionally but longitudinally rigid connection realized in the direction of the first longitudinal axis.
  • the roll axis of the rolling motion between the car bodies can basically run at any point. It goes without saying here that, in addition to the first articulation device, the second articulation device can also be configured such that it permits rolling movements between the first carriage body and the second carriage body about a roll axis parallel to the first longitudinal axis of the first vehicle body. The roll axis of the roll movement can then be arranged at any point between the two joint devices.
  • the roll axis extends substantially through the second hinge device.
  • the second joint device must then only comparatively small consequent deflections available when the rolling movements put. This can be done particularly easily by a correspondingly elastic device of the second hinge device, for example one or more elastomer elements such as elastomer bushes or the like.
  • a corresponding rotational degree of freedom about such a roll axis can be realized in another way, for example by means of a rotary bearing
  • the first pivot axis and the second pivot axis can basically be aligned with each other in any suitable manner. It is preferably provided that in the neutral position, ie at a roll angle equal to zero, between the first car body and the second car body, the first pivot axis and the second pivot axis are substantially parallel to each other. Further preferably, the first pivot axis and the second pivot axis are mutually substantially collinear, since this results in a particularly simple design of the hinge devices and a particularly simple kinematics of the bending movement.
  • At least the first articulation device is designed such that it substantially prevents pitching movements between the first vehicle body and the second vehicle body in a plane containing the first longitudinal axis and the first vertical axis. This results in an overall simplified construction of the connection between the car bodies, since no additional elements are required for the pitch support.
  • the first articulation device can in principle be realized in any suitable manner in order to allow the rolling movement between the vehicle bodies.
  • the first hinge device is designed in the manner of a trapezoidal joint.
  • a trapezoidal joint allows in a simple structure in addition to a good Wankmobiltician transverse to the vehicle longitudinal axis transmission of forces in the direction of the vehicle longitudinal axis when it is equipped as in preferred variants of the vehicle according to the invention with two legs not parallel in neutral position. It integrates then also at least part of the pitch support between the car bodies.
  • requires such a Trapezgelenkgelenk comparatively little space, so that hereby a particularly compact design can be achieved.
  • the trapezoidal joint is formed as an isosceles trapezoidal joint, so prevail in both roll directions same kinematic conditions.
  • a non-isosceles trapezoid joint is also used to achieve a specific roll kinematics.
  • the trapezoidal joint can act as desired in any plane inclined to the first vertical axis and parallel to the vehicle transverse axis. It does not necessarily have to be essentially flat.
  • the trapezoidal articulation preferably extends substantially in a joint plane extending perpendicularly to the first vertical axis, since hereby a particularly good pitching support between the vehicle bodies is possible with a simple design of the articulation of the trapezoidal limbs.
  • the trapezoidal joint comprises a balance lever, a first pendulum support and a second pendulum support, wherein the first pendulum support and the second pendulum support forming the trapezoidal legs and in particular have the same length.
  • the balance lever has a first end and a second end and is pivotally connected in its center region about the first pivot axis to the first carriage body.
  • the first pendulum support is pivotally articulated in a first articulation point at the first end of the balance lever about an axis parallel to the first pivot axis and pivoted in a second articulation point on the second carriage body about an axis parallel to the first pivot axis.
  • the second pendulum support in a third articulation point at the second end of the balance lever is pivotally articulated about an axis parallel to the first pivot axis and pivotally articulated in a fourth articulation point on the second car body about an axis parallel to the first pivot axis.
  • the distance between the first articulation point and the third articulation point is smaller than the distance between the second articulation point and the fourth articulation point.
  • This arrangement has the advantage that arise in Wankauslenk Institute between the car bodies restoring forces, which support the provision in the neutral position at least.
  • the long base of the trapezoid on the balance lever can also be provided that the long base of the trapezoid on the balance lever and thus is arranged on the side of the first car body.
  • the first hinge means may be arranged above or below the second hinge means.
  • the first hinge device is arranged in the direction of the first vertical axis above the second hinge device, since this then results in a particularly simple roll kinematics.
  • the first articulation device can be arranged particularly easily in the roof area of the first vehicle body.
  • a limitation and damping of the rolling movements is provided. This can be realized for example by acting between the components of the first joint device damping devices and stop elements or the like.
  • a transverse damper acting in the direction of the rolling movement is connected to the first vehicle body and the second vehicle body.
  • the first articulation device then does not have to absorb the loads occurring during the limitation and damping of the rolling movements.
  • the transverse damper can be arranged at any suitable location.
  • the transverse damper is provided in the region of the first hinge device.
  • the present invention may be used in conjunction with arbitrarily designed multi-unit vehicles. Preferably, it can be used in vehicles with wheeled vehicle units.
  • a first vehicle unit comprising the first vehicle body and a second vehicle unit comprising the second vehicle body is provided, wherein one of the two vehicle units is designed as a wheelless vehicle unit.
  • FIG. 1 shows a schematic plan view from above of a part of a preferred embodiment of the multi-unit vehicle 1 according to the invention, while FIG. 3 shows a schematic, not to scale side view of this vehicle part.
  • the vehicle 1 comprises a first vehicle unit 1.1 and an adjacent second vehicle unit 1.2.
  • the first vehicle unit 1.1 comprises a first vehicle body 1.3, while the second vehicle unit 1.2 has a second vehicle body 1.4.
  • the first vehicle body 1.3 has a first vertical axis 1.5, a first longitudinal axis 1.6 and a first transverse axis 1.7, which are mutually perpendicular.
  • the first car body 1.3 and the second car body 1.4 are pivotally connected to each other via a first hinge device 2 about a first vertical axis 1.5 parallel to the first pivot axis 2.1. Furthermore, the first car body 1.3 and the second car body 1.4 via a second hinge means 3 about a parallel to the first vertical axis 1.5 second pivot axis 3.1 are pivotally connected to each other.
  • the first pivot axis 2.1 and the second pivot axis 3.1 are aligned with each other, so that the car bodies 1.3 and 1.4 are connected to each other via the first hinge device 2 and the second hinge device 3 in the manner of a buckling joint.
  • first hinge device 2 is formed as an isosceles trapezoidal joint, which extends substantially in a plane perpendicular to the first vertical axis 1.5 level.
  • the first hinge device 2 has a compensating lever 2.2, which is rotatably mounted in its center about the first pivot axis 2.1 to a support 1.8 of the first car body 1.3.
  • a first pendulum support 2.3 pivoted in a first articulation point about an axis parallel to the first pivot axis 2.1 axis.
  • the first pendulum support 2.3 is articulated at its other end in a second articulation point about an axis parallel to the first pivot axis 2.1 pivotally mounted on the second car body 1.4.
  • a second pendulum support 2.4 is pivotally articulated in a third articulation point about an axis parallel to the first pivot axis 2.1.
  • the second pendulum support 2.4 is also hinged at its other end in a fourth articulation point about an axis parallel to the first pivot axis 2.1 axis pivotally mounted on the second car body 1.4.
  • the first pendulum support 2.3 and the second pendulum support 2.4 form the legs of the trapezoidal joint 2.
  • the articulation points on the first pendulum support 2.3 and the second pendulum support 2.4 each have an identical distance, so that an isosceles trapezoidal joint 2 is formed.
  • the first pendulum support 2.3 and the second pendulum support 2.4 are not parallel, so that the trapezoidal joint 2 can transmit forces in the direction of the first longitudinal axis 1.6 and thus a support against pitching movements between the car bodies 1.3 and 1.4 in a the first Forming the vertical axis 1.5 and the first longitudinal axis 1.6 containing plane, thus therefore forms a support against pitching movements about a parallel to the first transverse axis 1.7 pitch axis.
  • the roll axis extends in the region of the second hinge device 3, which is designed so that it acts essentially as a simple hinge joint about the second pivot axis 3.1.
  • it has a corresponding elasticity, which allows the second pivot axis 3.1 to follow the rolling motion. This can be realized, for example, by means of a corresponding elastic bush or rotary axis or the like.
  • the longer base of the trapezoidal joint 2 is formed by the articulation points of the first pendulum support 2.3 and the second pendulum support 2.4 on the second car body 1.4, while the shorter base of the trapezoidal joint 2 is formed by the articulation points of the first pendulum support 2.3 and the second pendulum support 2.4 on the balance lever 2.2.
  • a transverse damper 4 acting in the direction of the rolling movement is provided with two end stops.
  • the transverse damper 4 is arranged in the region of the first joint device 2 and connected via corresponding brackets pivotally connected to the first car body 1.3 and the second car body 1.4.
  • the first vehicle unit 1.1 has a chassis 1.9, via which the first vehicle body 1.3 is supported on a track 5.
  • the second vehicle unit 1.2 is designed as a wheelless unit.
  • the second car body 1.4 forms a so-called litter, which is suspended at its - not shown - the other end via a mirror-symmetrical to the center of the second car body hinge assembly to another vehicle unit with chassis.
  • the present invention has been described above by way of example with wheelless vehicle units articulated to chassis-mounted vehicle units. It is understood, however, that it can also be used for the coupling of vehicle units, which each have trolleys. In particular, it can be used for the coupling of vehicle units, in which at least one vehicle unit has a chassis only at the end remote from the coupling point.

Abstract

The railcar has railcar bodies (1.3, 1.4) rotatably connected over articulation devices around a normal axis. The devices are shiftably arranged along the normal axis of the body (1.3). The articulation device (2) is designed in such a manner that it permits rolling movements between the bodies around a rolling axis which is parallel to a longitudinal axis of the body (1.3), where the rolling axis runs through the other device.

Description

Die vorliegende Erfindung betrifft ein Fahrzeug, insbesondere ein Schienenfahrzeug, mit einem ersten Wagenkasten und einem benachbarten zweiten Wagenkasten, die über eine erste Gelenkeinrichtung und eine zweite Gelenkeinrichtung verbunden sind. Dabei sind die erste Gelenkeinrichtung und die zweite Gelenkeinrichtung entlang einer ersten Hochachse des ersten Wagenkastens versetzt angeordnet. Der erste Wagenkasten und der zweite Wagenkasten sind über die erste Gelenkeinrichtung um eine zur ersten Hochachse parallele erste Schwenkachse schwenkbar verbunden und über die zweite Gelenkeinrichtung um eine zur ersten Hochachse parallele zweite Schwenkachse schwenkbar verbunden.The present invention relates to a vehicle, in particular a rail vehicle, with a first car body and an adjacent second car body, which are connected via a first hinge device and a second hinge device. In this case, the first articulation device and the second articulation device are arranged offset along a first vertical axis of the first vehicle body. The first car body and the second car body are pivotally connected via the first hinge device about a first pivot axis parallel to the first pivot axis and pivotally connected via the second hinge means about a second vertical axis parallel to the first pivot axis.

Insbesondere aus dem Schienenfahrzeugbereich sind derartige mehrgliedrige Fahrzeuge bekannt, bei denen aneinandergrenzende Wagenkästen über eine Knickgelenkanordnung verbunden sind. Häufig umfasst die Knickgelenkanordnung ein oberes und ein unteres Schwenklager, deren Schwenkachsen miteinander fluchten, sodass die Wagenkästen in einer Horizontalebene zueinander verschwenkt werden können, die Wagenkästen aber um die Fahrzeuglängsachse torsionssteif miteinander verbunden sind.In particular from the field of rail vehicles such multi-unit vehicles are known in which adjacent car bodies are connected via an articulated joint arrangement. Frequently, the articulated joint assembly comprises an upper and a lower pivot bearing whose pivot axes are aligned so that the car bodies can be pivoted to each other in a horizontal plane, but the car bodies are torsionally rigidly connected to each other about the vehicle longitudinal axis.

Im Betrieb solcher Schienenfahrzeuge, beispielsweise bei Einfahrt des Fahrzeugs in eine Überhöhungsrampe eines Gleisbogens, treten Wankbewegungen zwischen den beiden Wagenkästen auf, also Schwenkbewegungen um eine in Längsrichtung des Fahrzeug gerichtete Wankachse. Hierbei besteht das Problem, dass die Wankbewegungen zwischen den beiden Wagenkästen wegen der längstorsionssteifen Verbindung der Wagenkästen zu relativ starken Torsionsbeanspruchungen der Wagenkästen führen. Um diese relativ hohen Torsionsbeanspruchungen aufnehmen zu können, ist eine vergleichsweise aufwändige Wagenkastenstruktur erforderlich.In the operation of such rail vehicles, for example, when the vehicle enters an elevation ramp of a curved track, roll movements occur between the two car bodies, that is to say pivoting movements about a roll axis directed in the longitudinal direction of the vehicle. In this case, there is the problem that the rolling movements between the two car bodies lead to relatively strong Torsionsbeanspruchungen the car bodies because of the long torsionally stiff connection of the car bodies. In order to accommodate these relatively high Torsionsbeanspruchungen, a comparatively complex car body structure is required.

Aus der EP 0 764 103 B1 sowie der DE 38 15 540 A1 sind weiterhin jeweils Knickgelenkverbindungen bekannt, bei denen aneinandergrenzende Wagenkästen über eine einzige Drehkranzanordnung im Bodenbereich der Wagenkästen verbunden sind. Zwar werden hierbei die bei Wankbewegungen zwischen den beiden Wagenkästen entstehenden Torsionsbelastungen nicht in die gesamte Wagenkastenstruktur, sondern hauptsächlich in die Bodenstruktur des jeweiligen Wagenkastens eingeleitet. Es jedoch auch hier das Problem, dass zum einen dann der Bodenbereich der Wagenkästen entsprechend aufwändige Struktur aufweisen muss. Zum anderen muss der Drehkranz entsprechend aufwändig gestaltet sein, um die Torsionsbelastungen übertragen zu können.From the EP 0 764 103 B1 as well as the DE 38 15 540 A1 In addition, each articulated joints are known in which adjacent car bodies are connected via a single turntable arrangement in the bottom region of the car bodies. Although in this case the resulting during roll movements between the two car bodies torsional loads are not introduced into the entire car body structure, but mainly in the soil structure of the respective car body. However, there is also the problem here that on the one hand then the floor area of the car bodies correspondingly complex Structure must have. On the other hand, the turntable must be designed to be correspondingly complex in order to transmit the torsional loads.

Der vorliegenden Erfindung liegt daher die Aufgabe zu Grunde, ein Fahrzeug der eingangs genannten Art zur Verfügung zu stellen, welches die oben genannten Nachteile nicht oder zumindest in geringerem Maße aufweist und insbesondere eine vereinfachte Wagenkastenstruktur ermöglicht.The present invention is therefore based on the object to provide a vehicle of the type mentioned above, which does not have the disadvantages mentioned above or at least to a lesser extent and in particular allows a simplified car body structure.

Die vorliegende Erfindung löst diese Aufgabe ausgehend von einer Anordnung gemäß dem Oberbegriff des Anspruchs 1 durch die im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmale.The present invention solves this problem starting from an arrangement according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

Der vorliegenden Erfindung liegt die technische Lehre zu Grunde, dass man ein Fahrzeug mit deutlich vereinfachter Wagenkastenstruktur erzielen kann, wenn wenigstes die erste Gelenkeinrichtung derart ausgebildet ist, dass sie Wankbewegungen zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten um eine zur ersten Längsachse des ersten Wagenkastens parallele Wankachse zulässt. Durch die so zugelassenen Wankbewegungen zwischen den Wagenkästen im Bereich der ersten Gelenkeinrichtung verringert sich die Torsionsbelastung der Wagenkästen in einfacher Weise, ohne dass eine oder beide Gelenkeinrichtungen besonders aufwändig gestaltet werden müssten. Insbesondere kann die erste Gelenkeinrichtung so ausgebildet sein, dass sie trotzdem Längskräfte in Richtung der ersten Längsachse überträgt und damit Nickmomente um die Fahrzeugquerachse abstützt. Mithin ist dann also durch die erste Gelenkeinrichtung eine parallel zur ersten Längsachse torsionsweiche aber in Richtung der ersten Längsachse längssteife Verbindung realisiert.The present invention is based on the technical teaching that it is possible to achieve a vehicle with a significantly simplified vehicle body structure if at least the first articulated device is designed such that it oscillates between the first vehicle body and the second vehicle body parallel to the first longitudinal axis of the first vehicle body Roll axle permits. As a result of the thus permitted rolling movements between the car bodies in the area of the first articulation device, the torsional loading of the car bodies is reduced in a simple manner, without one or both articulated devices having to be made particularly complex. In particular, the first joint device can be designed such that it nevertheless transmits longitudinal forces in the direction of the first longitudinal axis and thus supports pitching moments about the vehicle transverse axis. Thus, therefore, by the first hinge means a parallel to the first longitudinal axis torsionally but longitudinally rigid connection realized in the direction of the first longitudinal axis.

Die Wankachse der Wankbewegung zwischen den Wagenkästen kann grundsätzlich an beliebiger Stelle verlaufen. Es versteht sich hierbei, dass neben der ersten Gelenkeinrichtung auch die zweite Gelenkeinrichtung so ausgebildet sein kann, dass sie Wankbewegungen zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten um eine zur ersten Längsachse des ersten Wagenkastens parallele Wankachse zulässt. Die Wankachse der Wankbewegung kann dann an beliebiger Stelle zwischen den beiden Gelenkeinrichtungen angeordnet sein.The roll axis of the rolling motion between the car bodies can basically run at any point. It goes without saying here that, in addition to the first articulation device, the second articulation device can also be configured such that it permits rolling movements between the first carriage body and the second carriage body about a roll axis parallel to the first longitudinal axis of the first vehicle body. The roll axis of the roll movement can then be arranged at any point between the two joint devices.

Bevorzugt ist vorgesehen, dass die Wankachse im Wesentlichen durch die zweite Gelenkeinrichtung verläuft. Die zweite Gelenkeinrichtung muss dann bei Auftreten der Wankbewegungen nur vergleichsweise geringe dadurch bedingte Auslenkungen zur Verfügung stellen. Dies kann besonders einfach durch eine entsprechend elastische Einrichtung der zweiten Gelenkeinrichtung, beispielsweise ein oder mehrere Elastomerelemente wie Elastomerbuchsen oder dergleichen, erfolgen. Ebenso kann im Bereich der zweiten Gelenkeinrichtung auf andere Weise, beispielsweise mittels eines rotatorischen Lagers, ein entsprechender rotatorischer Freiheitsgrad um eine solche Wankachse realisiert seinIt is preferably provided that the roll axis extends substantially through the second hinge device. The second joint device must then only comparatively small consequent deflections available when the rolling movements put. This can be done particularly easily by a correspondingly elastic device of the second hinge device, for example one or more elastomer elements such as elastomer bushes or the like. Likewise, in the region of the second hinge device, a corresponding rotational degree of freedom about such a roll axis can be realized in another way, for example by means of a rotary bearing

Die erste Schwenkachse und die zweite Schwenkachse können grundsätzlich in beliebiger geeigneter Weise zueinander ausgerichtet sein. Bevorzugt ist vorgesehen, dass in Neutralstellung, also bei einem Wankwinkel gleich Null, zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten die erste Schwenkachse und die zweite Schwenkachse zueinander im Wesentlichen parallel sind. Weiter vorzugsweise sind die erste Schwenkachse und die zweite Schwenkachse zueinander im Wesentlichen kollinear, da sich hierdurch eine besonders einfache Gestaltung der Gelenkeinrichtungen und eine besonders einfache Kinematik der Knickbewegung ergibt.The first pivot axis and the second pivot axis can basically be aligned with each other in any suitable manner. It is preferably provided that in the neutral position, ie at a roll angle equal to zero, between the first car body and the second car body, the first pivot axis and the second pivot axis are substantially parallel to each other. Further preferably, the first pivot axis and the second pivot axis are mutually substantially collinear, since this results in a particularly simple design of the hinge devices and a particularly simple kinematics of the bending movement.

Es sei an dieser Stelle angemerkt, dass sich die nachfolgenden Angaben zur Gestaltung des Trapezgelenks auf die Gestalt in Neutralstellung, also bei einem Wankwinkel gleich Null zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten beziehen, sofern nicht explizit anderes angegeben ist.It should be noted at this point that refer to the following information on the design of the trapezoidal joint on the shape in neutral position, ie at a roll angle equal to zero between the first car body and the second car body, unless explicitly stated otherwise.

Bevorzugt ist wenigstes die erste Gelenkeinrichtungen derart ausgebildet, dass sie Nickbewegungen zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten in einer die ersten Längsachse und die erste Hochachse enthaltenden Ebene im Wesentlichen unterbindet. Hierdurch ergibt sich ein insgesamt vereinfachter Aufbau der Verbindung zwischen den Wagenkästen, da für die Nickabstützung keine zusätzlichen Elemente erforderlich sind.Preferably, at least the first articulation device is designed such that it substantially prevents pitching movements between the first vehicle body and the second vehicle body in a plane containing the first longitudinal axis and the first vertical axis. This results in an overall simplified construction of the connection between the car bodies, since no additional elements are required for the pitch support.

Die erste Gelenkeinrichtung kann grundsätzlich in beliebiger geeigneter Weise realisiert sein, um die Wankbewegung zwischen den Wagenkästen zuzulassen. Bei besonders einfach gestalteten Varianten des erfindungsgemäßen Fahrzeugs ist die erste Gelenkeinrichtung nach Art eines Trapezgelenks ausgebildet. Ein solches Trapezgelenk ermöglicht bei einfachem Aufbau neben einer guten Wankmobilität quer zur Fahrzeuglängsachse eine Übertragung von Kräften in Richtung der Fahrzeuglängsachse, wenn es wie bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs mit zwei in Neutralstellung nicht parallelen Schenkeln ausgestattet ist. Es integriert somit dann auch zumindest einen Teil der Nickabstützung zwischen den Wagenkästen. Zudem benötigt ein solches Trapezgelenk vergleichsweise wenig Bauraum, sodass hiermit eine besonders kompakte Gestaltung erzielt werden kann.The first articulation device can in principle be realized in any suitable manner in order to allow the rolling movement between the vehicle bodies. In particularly simple variants of the vehicle according to the invention, the first hinge device is designed in the manner of a trapezoidal joint. Such a trapezoidal joint allows in a simple structure in addition to a good Wankmobilität transverse to the vehicle longitudinal axis transmission of forces in the direction of the vehicle longitudinal axis when it is equipped as in preferred variants of the vehicle according to the invention with two legs not parallel in neutral position. It integrates then also at least part of the pitch support between the car bodies. In addition, requires such a Trapezgelenkgelenk comparatively little space, so that hereby a particularly compact design can be achieved.

Vorzugsweise ist das Trapezgelenk als gleichschenkliges Trapezgelenk ausgebildet, sodass in beiden Wankrichtungen gleiche kinematische Verhältnisse herrschen. Es versteht sich jedoch, dass insbesondere in Abhängigkeit von der übrigen Gestaltung des Fahrzeugs auch vorgesehen sein kann, dass zur Erzielung einer bestimmten Wankkinematik auch ein nicht gleichschenkliges Trapezgelenk zum Einsatz kommt.Preferably, the trapezoidal joint is formed as an isosceles trapezoidal joint, so prevail in both roll directions same kinematic conditions. However, it is understood that, in particular depending on the rest of the design of the vehicle, it may also be provided that a non-isosceles trapezoid joint is also used to achieve a specific roll kinematics.

Das Trapezgelenk kann grundsätzlich beliebig in einer beliebig zur ersten Hochachse geneigten und zur Fahrzeugquerachse parallelen Ebene wirken. Dabei muss es nicht notwendigerweise im Wesentlichen eben gestaltet sein. Bevorzugt erstreckt sich das Trapezgelenk jedoch im Wesentlichen in einer senkrecht zur ersten Hochachse verlaufenden Gelenkebene, da hiermit eine besonders gute Nickabstützung zwischen den Wagenkästen bei einfacher Gestaltung der Anlenkung der Trapezschenkel möglich ist.In principle, the trapezoidal joint can act as desired in any plane inclined to the first vertical axis and parallel to the vehicle transverse axis. It does not necessarily have to be essentially flat. However, the trapezoidal articulation preferably extends substantially in a joint plane extending perpendicularly to the first vertical axis, since hereby a particularly good pitching support between the vehicle bodies is possible with a simple design of the articulation of the trapezoidal limbs.

Bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs ist vorgesehen, dass das Trapezgelenk einen Ausgleichshebel, eine erste Pendelstütze und eine zweite Pendelstütze umfasst, wobei die erste Pendelstütze und die zweite Pendelstütze die Trapezschenkel bilden und insbesondere dieselbe Länge aufweisen. Der Ausgleichshebel weist ein erstes Ende und ein zweites Ende auf und ist in seinem Mittenbereich um die erste Schwenkachse schwenkbar am ersten Wagenkasten angelenkt. Hierdurch ist in einfacher Weise die Schwenkbeweglichkeit um die erste Schwenkachse zwischen den Wagenkästen sichergestellt. Die erste Pendelstütze ist in einem ersten Anlenkpunkt am ersten Ende des Ausgleichshebels um eine zur ersten Schwenkachse parallele Achse schwenkbar angelenkt sowie in einem zweiten Anlenkpunkt am zweiten Wagenkasten um eine zur ersten Schwenkachse parallele Achse schwenkbar angelenkt. Gleichermaßen ist die zweite Pendelstütze in einem dritten Anlenkpunkt am zweiten Ende des Ausgleichshebels um eine zur ersten Schwenkachse parallele Achse schwenkbar angelenkt sowie in einem vierten Anlenkpunkt am zweiten Wagenkasten um eine zur ersten Schwenkachse parallele Achse schwenkbar angelenkt. Hierdurch ist in einfacher Weise die Wankbeweglichkeit zwischen den Wagenkästen sichergestellt.In preferred variants of the vehicle according to the invention it is provided that the trapezoidal joint comprises a balance lever, a first pendulum support and a second pendulum support, wherein the first pendulum support and the second pendulum support forming the trapezoidal legs and in particular have the same length. The balance lever has a first end and a second end and is pivotally connected in its center region about the first pivot axis to the first carriage body. As a result, the pivoting movement about the first pivot axis between the car bodies is ensured in a simple manner. The first pendulum support is pivotally articulated in a first articulation point at the first end of the balance lever about an axis parallel to the first pivot axis and pivoted in a second articulation point on the second carriage body about an axis parallel to the first pivot axis. Similarly, the second pendulum support in a third articulation point at the second end of the balance lever is pivotally articulated about an axis parallel to the first pivot axis and pivotally articulated in a fourth articulation point on the second car body about an axis parallel to the first pivot axis. As a result, the roll mobility between the car bodies is ensured in a simple manner.

Bevorzugt ist der Abstand zwischen dem ersten Anlenkpunkt und dem dritten Anlenkpunkt kleiner als der Abstand zwischen dem zweiten Anlenkpunkt und dem vierten Anlenkpunkt. Hierdurch ergibt sich eine V-förmige Anordnung der Pendelstützen des Trapezgelenks, bei der die lange Basis des Trapezes am zweiten Wagenkasten angeordnet ist. Diese Anordnung hat den Vorteil, dass sich bei Wankauslenkungen zwischen den Wagenkästen Rückstellkräfte ergeben, welche die Rückstellung in die Neutralstellung zumindest unterstützen. Es versteht sich jedoch, dass bei anderen Varianten des erfindungsgemäßen Fahrzeugs auch vorgesehen sein kann, dass die lange Basis des Trapezes am Ausgleichshebel und damit auf Seiten des ersten Wagenkastens angeordnet ist.Preferably, the distance between the first articulation point and the third articulation point is smaller than the distance between the second articulation point and the fourth articulation point. This results in a V-shaped arrangement of the pendulum supports of the trapezoidal joint, in which the long base of the trapezoid is arranged on the second car body. This arrangement has the advantage that arise in Wankauslenkungen between the car bodies restoring forces, which support the provision in the neutral position at least. However, it is understood that in other variants of the vehicle according to the invention can also be provided that the long base of the trapezoid on the balance lever and thus is arranged on the side of the first car body.

Je nach der Gestaltung der Abstützung bzw. Aufhängung der Wagenkästen auf den zugeordneten Fahrwerken kann die erste Gelenkeinrichtung oberhalb oder unterhalb der zweiten Gelenkeinrichtung angeordnet sein. Bevorzugt ist die erste Gelenkeinrichtung in Richtung der ersten Hochachse oberhalb der zweiten Gelenkeinrichtung angeordnet, da sich hierbei dann eine besonders einfache Wankkinematik ergibt. Besonders einfach lässt sich die erste Gelenkeinrichtung dabei vorzugsweise im Dachbereich des ersten Wagenkastens anordnen.Depending on the design of the support or suspension of the car bodies on the associated chassis, the first hinge means may be arranged above or below the second hinge means. Preferably, the first hinge device is arranged in the direction of the first vertical axis above the second hinge device, since this then results in a particularly simple roll kinematics. In this case, the first articulation device can be arranged particularly easily in the roof area of the first vehicle body.

Bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs ist eine Begrenzung und Dämpfung der Wankbewegungen vorgesehen. Diese kann beispielsweise durch zwischen den Komponenten der ersten Gelenkeinrichtung wirkende Dämpfungseinrichtungen und Anschlagelemente oder dergleichen realisiert sein.In preferred variants of the vehicle according to the invention, a limitation and damping of the rolling movements is provided. This can be realized for example by acting between the components of the first joint device damping devices and stop elements or the like.

Bevorzugt ist zur Begrenzung der Wankbewegungen zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten ein in Richtung der Wankbewegung wirkender Querdämpfer mit dem ersten Wagenkasten und dem zweiten Wagenkasten verbunden. Die erste Gelenkeinrichtung muss dann die bei der Begrenzung und Dämpfung der Wankbewegungen auftretenden Lasten nicht aufnehmen. Der Querdämpfer kann an beliebiger geeigneter Stelle angeordnet sein. Bevorzugt ist der Querdämpfer im Bereich der ersten Gelenkeinrichtung vorgesehen.Preferably, in order to limit the rolling movements between the first vehicle body and the second vehicle body, a transverse damper acting in the direction of the rolling movement is connected to the first vehicle body and the second vehicle body. The first articulation device then does not have to absorb the loads occurring during the limitation and damping of the rolling movements. The transverse damper can be arranged at any suitable location. Preferably, the transverse damper is provided in the region of the first hinge device.

Die vorliegende Erfindung kann im Zusammenhang mit beliebig gestalteten mehrgliedrigen Fahrzeugen zum Einsatz kommen. Bevorzugt lässt sie sich bei Fahrzeugen mit radlosen Fahrzeugeinheiten einsetzen. Bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs ist daher eine den ersten Wagenkasten umfassende erste Fahrzeugeinheit und eine den zweiten Wagenkasten umfassende zweite Fahrzeugeinheit vorgesehen ist, wobei eine der beiden Fahrzeugeinheiten als radlose Fahrzeugeinheit ausgebildet ist.The present invention may be used in conjunction with arbitrarily designed multi-unit vehicles. Preferably, it can be used in vehicles with wheeled vehicle units. In preferred variants of the vehicle according to the invention therefore a first vehicle unit comprising the first vehicle body and a second vehicle unit comprising the second vehicle body is provided, wherein one of the two vehicle units is designed as a wheelless vehicle unit.

Weitere bevorzugte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen bzw. der nachstehenden Beschreibung bevorzugter Ausführungsbeispiele, welche auf die beigefügten Zeichnungen Bezug nimmt. Es zeigen:

Figur 1
eine schematische Draufsicht auf einen Teil einer bevorzugten Ausführungsform des erfindungsgemäßen Fahrzeugs in Neutralstellung;
Figur 2
eine schematische Draufsicht auf den Fahrzeugteil aus Figur 1 in Knick- und Wankstellung;
Figur 3
eine schematische Seitenansicht des Fahrzeugteils aus Figur 1 in Neutralstellung.
Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:
FIG. 1
a schematic plan view of a portion of a preferred embodiment of the vehicle according to the invention in neutral position;
FIG. 2
a schematic plan view of the vehicle part of Figure 1 in buckling and roll position;
FIG. 3
a schematic side view of the vehicle part of Figure 1 in neutral position.

Die Figur 1 zeigt eine schematische Draufsicht von oben auf einen Teil einer bevorzugten Ausführungsform des erfindungsgemäßen mehrgliedrigen Fahrzeugs 1, während Figur 3 eine schematische, nicht maßstäbliche Seitenansicht dieses Fahrzeugteils zeigt. Das Fahrzeug 1 umfasst eine erste Fahrzeugeinheit 1.1 und eine benachbarte zweite Fahrzeugeinheit 1.2.1 shows a schematic plan view from above of a part of a preferred embodiment of the multi-unit vehicle 1 according to the invention, while FIG. 3 shows a schematic, not to scale side view of this vehicle part. The vehicle 1 comprises a first vehicle unit 1.1 and an adjacent second vehicle unit 1.2.

Die erste Fahrzeugeinheit 1.1 umfasst einen ersten Wagenkasten 1.3, während die zweite Fahrzeugeinheit 1.2 einen zweiten Wagenkasten 1.4 aufweist. Der erste Wagenkasten 1.3 weist eine erste Hochachse 1.5, eine erste Längsachse 1.6 und eine erste Querachse 1.7 auf, die jeweils zueinander senkrecht stehen.The first vehicle unit 1.1 comprises a first vehicle body 1.3, while the second vehicle unit 1.2 has a second vehicle body 1.4. The first vehicle body 1.3 has a first vertical axis 1.5, a first longitudinal axis 1.6 and a first transverse axis 1.7, which are mutually perpendicular.

Der erste Wagenkasten 1.3 und der zweite Wagenkasten 1.4 sind über eine erste Gelenkeinrichtung 2 um eine zur ersten Hochachse 1.5 parallele erste Schwenkachse 2.1 schwenkbar mit einander verbunden. Weiterhin sind der erste Wagenkasten 1.3 und der zweite Wagenkasten 1.4 über eine zweite Gelenkeinrichtung 3 um eine zur ersten Hochachse 1.5 parallele zweite Schwenkachse 3.1 schwenkbar mit einander verbunden.The first car body 1.3 and the second car body 1.4 are pivotally connected to each other via a first hinge device 2 about a first vertical axis 1.5 parallel to the first pivot axis 2.1. Furthermore, the first car body 1.3 and the second car body 1.4 via a second hinge means 3 about a parallel to the first vertical axis 1.5 second pivot axis 3.1 are pivotally connected to each other.

Die erste Schwenkachse 2.1 und die zweite Schwenkachse 3.1 fluchten miteinander, sodass die Wagenkästen 1.3 und 1.4 über die erste Gelenkeinrichtung 2 und die zweite Gelenkeinrichtung 3 nach Art eines Knickgelenks miteinander verbunden sind.The first pivot axis 2.1 and the second pivot axis 3.1 are aligned with each other, so that the car bodies 1.3 and 1.4 are connected to each other via the first hinge device 2 and the second hinge device 3 in the manner of a buckling joint.

Die im Dachbereich der Wagenkästen 1.3 und 1.4 angeordnete erste Gelenkeinrichtung 2 ist als gleichschenkliges Trapezgelenk ausgebildet, das sich im Wesentlichen in einer zur ersten Hochachse 1.5 senkrechten Ebene erstreckt.The arranged in the roof area of the car bodies 1.3 and 1.4 first hinge device 2 is formed as an isosceles trapezoidal joint, which extends substantially in a plane perpendicular to the first vertical axis 1.5 level.

Hierzu weist die erste Gelenkeinrichtung 2 einen Ausgleichshebel 2.2 auf, der in seiner Mitte um die erste Schwenkachse 2.1 drehbar an einem Träger 1.8 des ersten Wagenkastens 1.3 befestigt ist. An einem ersten Ende des Ausgleichshebels 2.2 ist eine erste Pendelstütze 2.3 in einem ersten Anlenkpunkt um eine zur ersten Schwenkachse 2.1 parallele Achse schwenkbar angelenkt. Die erste Pendelstütze 2.3 ist an ihrem anderen Ende in einem zweiten Anlenkpunkt um eine zur ersten Schwenkachse 2.1 parallele Achse schwenkbar am zweiten Wagenkasten 1.4 angelenkt. An dem zweiten Ende des Ausgleichshebels 2.2 ist eine zweite Pendelstütze 2.4 in einem dritten Anlenkpunkt um eine zur ersten Schwenkachse 2.1 parallele Achse schwenkbar angelenkt. Die zweite Pendelstütze 2.4 ist an ihrem anderen Ende in einem vierten Anlenkpunkt ebenfalls um eine zur ersten Schwenkachse 2.1 parallele Achse schwenkbar am zweiten Wagenkasten 1.4 angelenkt.For this purpose, the first hinge device 2 has a compensating lever 2.2, which is rotatably mounted in its center about the first pivot axis 2.1 to a support 1.8 of the first car body 1.3. At a first end of the balance lever 2.2 is a first pendulum support 2.3 pivoted in a first articulation point about an axis parallel to the first pivot axis 2.1 axis. The first pendulum support 2.3 is articulated at its other end in a second articulation point about an axis parallel to the first pivot axis 2.1 pivotally mounted on the second car body 1.4. At the second end of the compensating lever 2.2, a second pendulum support 2.4 is pivotally articulated in a third articulation point about an axis parallel to the first pivot axis 2.1. The second pendulum support 2.4 is also hinged at its other end in a fourth articulation point about an axis parallel to the first pivot axis 2.1 axis pivotally mounted on the second car body 1.4.

Die erste Pendelstütze 2.3 und die zweite Pendelstütze 2.4 bilden die Schenkel des Trapezgelenks 2. Die Anlenkpunkte an der ersten Pendelstütze 2.3 und der zweiten Pendelstütze 2.4 weisen jeweils einen identischen Abstand auf, sodass ein gleichschenkliges Trapezgelenk 2 gebildet ist. In der in Figur 1 dargestellten Neutralstellung sind die erste Pendelstütze 2.3 und die zweite Pendelstütze 2.4 nicht parallel, sodass das Trapezgelenk 2 in der Richtung der ersten Längsachse 1.6 Kräfte übertragen kann und somit eine Abstützung gegen Nickbewegungen zwischen den Wagenkästen 1.3 und 1.4 in einer die erste Hochachse 1.5 und die erste Längsachse 1.6 enthaltenden Ebene bildet, mithin also eine Abstützung gegen Nickbewegungen um eine zur ersten Querachse 1.7 parallele Nickachse bildet.The first pendulum support 2.3 and the second pendulum support 2.4 form the legs of the trapezoidal joint 2. The articulation points on the first pendulum support 2.3 and the second pendulum support 2.4 each have an identical distance, so that an isosceles trapezoidal joint 2 is formed. In the neutral position shown in Figure 1, the first pendulum support 2.3 and the second pendulum support 2.4 are not parallel, so that the trapezoidal joint 2 can transmit forces in the direction of the first longitudinal axis 1.6 and thus a support against pitching movements between the car bodies 1.3 and 1.4 in a the first Forming the vertical axis 1.5 and the first longitudinal axis 1.6 containing plane, thus therefore forms a support against pitching movements about a parallel to the first transverse axis 1.7 pitch axis.

Wie insbesondere Figur 2 zu entnehmen ist, ermöglichen die erste Gelenkeinrichtung 2 und die zweite Gelenkeinrichtung 3 Knickbewegungen um einen Winkel α zwischen den Wagenkästen 1.3 und 1.4 um eine zur ersten Hochachse 1.5 parallele Knickachse und Wankbewegungen zwischen den Wagenkästen 1.3 und 1.4 um eine zu der ersten Längsachse 1.6 parallele Wankachse. Dabei ergibt sich dann in Querrichtung ein Versatz d zwischen dem Anlenkpunkt 2.5 des Ausgleichshebels 2.2 an dem Träger 1.8 und dem Gelenkpunkt 3.2 der zweiten Gelenkeinrichtung 3.As can be seen in particular Figure 2, allow the first hinge device 2 and the second joint device 3 buckling movements at an angle α between the car bodies 1.3 and 1.4 to a first vertical axis 1.5 parallel bending axis and rolling movements between the car bodies 1.3 and 1.4 to one to the first Longitudinal axis 1.6 parallel roll axis. This then results in the transverse direction, an offset d between the pivot point 2.5 of the balance lever 2.2 on the support 1.8 and the hinge point 3.2 of the second hinge device. 3

Die Wankachse verläuft im Bereich der zweiten Gelenkeinrichtung 3, die so ausgebildet ist, dass sie im Wesentlichen als einfaches Scharniergelenk um die zweite Schwenkachse 3.1 wirkt. Um die Wankbewegungen zwischen den Wagenkästen 1.3 und 1.4 zu ermöglichen weist sie jedoch eine entsprechende Elastizität auf, welche es der zweiten Schwenkachse 3.1 ermöglicht, der Wankbewegung zu folgen. Dies kann beispielsweise durch eine entsprechende elastische Lagerbuchse oder Drehachse oder dergleichen realisiert sein.The roll axis extends in the region of the second hinge device 3, which is designed so that it acts essentially as a simple hinge joint about the second pivot axis 3.1. In order to enable the rolling movements between the car bodies 1.3 and 1.4, however, it has a corresponding elasticity, which allows the second pivot axis 3.1 to follow the rolling motion. This can be realized, for example, by means of a corresponding elastic bush or rotary axis or the like.

Die längere Basis des Trapezgelenks 2 ist durch die Anlenkpunkte der ersten Pendelstütze 2.3 und der zweiten Pendelstütze 2.4 am zweiten Wagenkasten 1.4 gebildet, während die kürzere Basis des Trapezgelenks 2 durch die Anlenkpunkte der ersten Pendelstütze 2.3 und der zweiten Pendelstütze 2.4 am Ausgleichshebel 2.2 gebildet ist. Hierdurch ergibt sich eine V-förmige Anordnung der Pendelstützen 2.3 und 2.4 des Trapezgelenks 2, die den Vorteil hat, dass sich bei Wankauslenkungen zwischen den Wagenkästen 1.3 und 1.4 Rückstellkräfte ergeben, welche die Rückstellung in die Neutralstellung zumindest unterstützen.Es versteht sich jedoch, dass bei anderen Varianten der Erfindung auch vorgesehen sein kann, dass die längere Basis des Trapezgelenks durch die Anlenkpunkte der Pendelstützen am Ausgleichshebel und die kürzere Basis durch die Anlenkpunkte der Pendelstützen am zweiten Wagenkasten gebildet ist.The longer base of the trapezoidal joint 2 is formed by the articulation points of the first pendulum support 2.3 and the second pendulum support 2.4 on the second car body 1.4, while the shorter base of the trapezoidal joint 2 is formed by the articulation points of the first pendulum support 2.3 and the second pendulum support 2.4 on the balance lever 2.2. This results in a V-shaped arrangement of the pendulum supports 2.3 and 2.4 of the trapezoidal joint 2, which has the advantage that arise at Wankauslenkungen between the car bodies 1.3 and 1.4 restoring forces, which support the provision in the neutral position at least.Es understood, however that in other variants of the invention may also be provided that the longer base of the trapezoidal joint is formed by the articulation points of the pendulum supports on the balance lever and the shorter base by the articulation points of the pendulum supports on the second car body.

Zur Begrenzung und Dämpfung der Wankbewegungen zwischen den Wagenkästen 1.3 und 1.4 ist ein in Richtung der Wankbewegung wirkender Querdämpfer 4 mit zwei Endanschlägen vorgesehen. Der Querdämpfer 4 ist im Bereich der ersten Gelenkeinrichtung 2 angeordnet und über entsprechende Konsolen schwenkbar mit dem ersten Wagenkasten 1.3 und dem zweiten Wagenkasten 1.4 verbunden.For limiting and damping the rolling movements between the car bodies 1.3 and 1.4, a transverse damper 4 acting in the direction of the rolling movement is provided with two end stops. The transverse damper 4 is arranged in the region of the first joint device 2 and connected via corresponding brackets pivotally connected to the first car body 1.3 and the second car body 1.4.

Die erste Fahrzeugeinheit 1.1 weist ein Fahrwerk 1.9 auf, über das der erste Wagenkasten 1.3 auf einem Gleis 5 abgestützt ist. Die zweite Fahrzeugeinheit 1.2 ist als radlose Einheit ausgebildet. Der zweite Wagenkasten 1.4 bildet dabei eine so genannte Sänfte, die an ihrem - nicht dargestellten - anderen Ende über eine zur Mitte des zweite Wagenkastens 1.4 spiegelsymmetrische Gelenkanordnung an einer weiteren Fahrzeugeinheit mit Fahrwerk aufgehängt ist.The first vehicle unit 1.1 has a chassis 1.9, via which the first vehicle body 1.3 is supported on a track 5. The second vehicle unit 1.2 is designed as a wheelless unit. The second car body 1.4 forms a so-called litter, which is suspended at its - not shown - the other end via a mirror-symmetrical to the center of the second car body hinge assembly to another vehicle unit with chassis.

Die vorliegende Erfindung wurde vorstehend anhand eines Beispiels mit radlosen Fahrzeugeinheiten beschrieben, die an Fahrzeugeinheiten mit Fahrwerk angelenkt sind. Es versteht sich jedoch, dass sie auch für die Kopplung von Fahrzeugeinheiten verwendet werden kann, die jeweils Fahrwerke aufweisen. Insbesondere kann sie für die Kopplung von Fahrzeugeinheiten verwendet werden, bei denen wenigstens eine Fahrzeugeinheit nur am der Koppelstelle abgewandten Ende ein Fahrwerk aufweist.The present invention has been described above by way of example with wheelless vehicle units articulated to chassis-mounted vehicle units. It is understood, however, that it can also be used for the coupling of vehicle units, which each have trolleys. In particular, it can be used for the coupling of vehicle units, in which at least one vehicle unit has a chassis only at the end remote from the coupling point.

Claims (14)

Fahrzeug, insbesondere Schienenfahrzeug, mit einem ersten Wagenkasten (1.3) und einem benachbarten zweiten Wagenkasten (1.4), die über eine erste Gelenkeinrichtung (2) und eine zweite Gelenkeinrichtung (3) verbunden sind, wobei - die erste Gelenkeinrichtung (2) und die zweite Gelenkeinrichtung (3) entlang einer ersten Hochachse (1.5) des ersten Wagenkastens (1.3) versetzt angeordnet sind, - der erste Wagenkasten (1.3) und der zweite Wagenkasten (1.4) über die erste Gelenkeinrichtung (2) um eine zur ersten Hochachse (1.5) parallele erste Schwenkachse schwenkbar (2.1) verbunden sind und - der erste Wagenkasten (1.3) und der zweite Wagenkasten (1.4) über die zweite Gelenkeinrichtung (3) um eine zur ersten Hochachse (1.5) parallele zweite Schwenkachse (3.1) schwenkbar verbunden sind, dadurch gekennzeichnet, dass wenigstes die erste Gelenkeinrichtung (2) derart ausgebildet ist, dass sie - Wankbewegungen zwischen dem ersten Wagenkasten (1.3) und dem zweiten Wagenkasten (1.4) um eine zur ersten Längsachse (1.6) des ersten Wagenkastens (1.3) parallele Wankachse zulässt. Vehicle, in particular rail vehicle, with a first car body (1.3) and an adjacent second car body (1.4), which are connected via a first joint device (2) and a second joint device (3), wherein the first joint device (2) and the second joint device (3) are arranged offset along a first vertical axis (1.5) of the first vehicle body (1.3), - The first car body (1.3) and the second car body (1.4) via the first hinge means (2) about a first vertical axis (1.5) parallel to the first pivot axis are pivotally connected (2.1) and - The first car body (1.3) and the second car body (1.4) via the second hinge means (3) about a first vertical axis (1.5) parallel to the second pivot axis (3.1) are pivotally connected, characterized in that at least the first hinge device (2) is designed such that it - Rolling movements between the first car body (1.3) and the second car body (1.4) to a first longitudinal axis (1.6) of the first car body (1.3) parallel roll axis permits. Fahrzeug nach Anspruch 1, dadurch gekennzeichnet, dass die Wankachse im Wesentlichen durch die zweite Gelenkeinrichtung (3) verläuft.Vehicle according to claim 1, characterized in that the roll axis substantially through the second hinge means (3). Fahrzeug nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die erste Schwenkachse (2.1) und die zweite Schwenkachse (3.1) bei einem Wankwinkel gleich Null zwischen dem ersten Wagenkasten (1.3) und dem zweiten Wagenkasten (1.4) zueinander im Wesentlichen parallel sind, insbesondere im Wesentlichen kollinear sind.Vehicle according to claim 1 or 2, characterized in that the first pivot axis (2.1) and the second pivot axis (3.1) at a roll angle equal to zero between the first car body (1.3) and the second car body (1.4) are substantially parallel to each other, in particular are essentially collinear. Fahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass wenigstes die erste Gelenkeinrichtung (2) derart ausgebildet ist, dass sie Nickbewegungen zwischen dem ersten Wagenkasten (1.3) und dem zweiten Wagenkasten (1.4) in einer die erste Längsachse (1.6) und die erste Hochachse (1.5) enthaltenden Ebene im Wesentlichen unterbindet.Vehicle according to one of the preceding claims, characterized in that at least the first joint device (2) is designed such that it pitching movements between the first car body (1.3) and the second car body (1.4) in a first longitudinal axis (1.6) and the first Essentially, the plane containing the vertical axis (1.5) is prevented. Fahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die erste Gelenkeinrichtung (2) nach Art eines Trapezgelenks, insbesondere eines gleichschenkligen Trapezgelenks, ausgebildet ist.Vehicle according to one of the preceding claims, characterized in that the first hinge device (2) in the manner of a trapezoidal joint, in particular an isosceles trapezoidal joint is formed. Fahrzeug nach Anspruch 5, dadurch gekennzeichnet, dass das Trapezgelenk (2) zwei bei einem Wankwinkel gleich Null nicht parallele Schenkelelemente (2.3, 2.4) aufweist.Vehicle according to claim 5, characterized in that the trapezoid joint (2) has two leg elements (2.3, 2.4) which are not parallel at a roll angle equal to zero. Fahrzeug nach Anspruch 5 oder 6, dadurch gekennzeichnet, dass sich das Trapezgelenk (2) im Wesentlichen in einer senkrecht zur ersten Hochachse (1.5) verlaufenden Gelenkebene erstreckt.Vehicle according to claim 5 or 6, characterized in that the trapezoid joint (2) extends substantially in a direction perpendicular to the first vertical axis (1.5) extending joint plane. Fahrzeug nach einem der Ansprüche 5 bis 7, dadurch gekennzeichnet, dass - das Trapezgelenk (2) einen Ausgleichshebel (2.2), eine erste Pendelstütze (2.3) und eine zweite Pendelstütze (2.4) umfasst, wobei die erste Pendelstütze (2.3) und die zweite Pendelstütze (2.4) die Trapezschenkel bilden und insbesondere dieselbe Länge aufweisen, - der Ausgleichshebel (2.2) ein erstes Ende und ein zweites Ende aufweist und in seinem Mittenbereich um die erste Schwenkachse (2.1) schwenkbar am ersten Wagenkasten (1.3) angelenkt ist, - die erste Pendelstütze (2.3) - in einem ersten Anlenkpunkt am ersten Ende des Ausgleichshebels (2.2) um eine zur ersten Schwenkachse (2.1) parallele Achse schwenkbar angelenkt ist sowie - in einem zweiten Anlenkpunkt am zweiten Wagenkasten (1.4) um eine zur ersten Schwenkachse (2.1) parallele Achse schwenkbar angelenkt ist, und - die zweite Pendelstütze (2.4) - in einem dritten Anlenkpunkt am zweiten Ende des Ausgleichshebels (2.2) um eine zur ersten Schwenkachse (2.1) parallele Achse schwenkbar angelenkt ist sowie - in einem vierten Anlenkpunkt am zweiten Wagenkasten (1.4) um eine zur ersten Schwenkachse (2.1) parallele Achse schwenkbar angelenkt ist. Vehicle according to one of claims 5 to 7, characterized in that - The trapezoidal joint (2) comprises a balance lever (2.2), a first pendulum support (2.3) and a second pendulum support (2.4), wherein the first pendulum support (2.3) and the second pendulum support (2.4) form the trapezoidal limbs and in particular have the same length, - The balancing lever (2.2) has a first end and a second end and in its central region about the first pivot axis (2.1) pivotally articulated to the first car body (1.3), - the first pendulum support (2.3) - In a first articulation point at the first end of the balance lever (2.2) is pivotally articulated about an axis parallel to the first pivot axis (2.1) and - In a second articulation point on the second car body (1.4) is articulated pivotably about an axis parallel to the first pivot axis (2.1) axis, and - the second pendulum support (2.4) - In a third articulation point at the second end of the balance lever (2.2) is pivotally articulated about an axis parallel to the first pivot axis (2.1) and - In a fourth articulation point on the second carriage body (1.4) is articulated pivotably about an axis parallel to the first pivot axis (2.1). Fahrzeug nach Anspruch 8, dadurch gekennzeichnet, dass der Abstand zwischen dem ersten Anlenkpunkt und dem dritten Anlenkpunkt kleiner ist als der Abstand zwischen dem zweiten Anlenkpunkt und dem vierten Anlenkpunkt.Vehicle according to claim 8, characterized in that the distance between the first articulation point and the third articulation point is smaller than the distance between the second articulation point and the fourth articulation point. Fahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die erste Gelenkeinrichtung (2) in Richtung der ersten Hochachse (1.5) oberhalb der zweiten Gelenkeinrichtung (3) angeordnet ist.Vehicle according to one of the preceding claims, characterized in that the first joint device (2) is arranged in the direction of the first vertical axis (1.5) above the second joint device (3). Fahrzeug nach Anspruch 10, dadurch gekennzeichnet, dass die erste Gelenkeinrichtung (2) im Dachbereich des ersten Wagenkastens (1.3) angeordnet ist.Vehicle according to claim 10, characterized in that the first hinge device (2) in the roof area of the first car body (1.3) is arranged. Fahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass zur Begrenzung und/oder Dämpfung der Wankbewegungen zwischen dem ersten Wagenkasten (1.3) und dem zweiten Wagenkasten (1.4) ein in Richtung der Wankbewegung wirkender Querdämpfer (4) mit dem ersten Wagenkasten (1.3) und dem zweiten Wagenkasten (1.4) verbunden ist.Vehicle according to one of the preceding claims, characterized in that for limiting and / or damping the rolling movements between the first carriage body (1.3) and the second carriage body (1.4) acting in the direction of the roll motion transverse damper (4) with the first carriage body (1.3) and the second car body (1.4) is connected. Fahrzeug nach Anspruch 12, dadurch gekennzeichnet, dass der Querdämpfer (4) im Bereich der ersten Gelenkeinrichtung (2) vorgesehen ist.Vehicle according to claim 12, characterized in that the transverse damper (4) is provided in the region of the first joint device (2). Fahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass - eine den ersten Wagenkasten (1.3) umfassende erste Fahrzeugeinheit (1.1) vorgesehen ist, - eine den zweiten Wagenkasten (1.4) umfassende zweite Fahrzeugeinheit (1.2) vorgesehen ist und - eine der beiden Fahrzeugeinheiten (1.1, 1.2) als radlose Fahrzeugeinheit ausgebildet ist. Vehicle according to one of the preceding claims, characterized in that a first vehicle unit (1.1) comprising the first vehicle body (1.3) is provided, - A second vehicle body (1.4) comprehensive second vehicle unit (1.2) is provided and - One of the two vehicle units (1.1, 1.2) is designed as a wheelless vehicle unit.
EP06007366A 2005-04-11 2006-04-07 Multiple-unit articulated vehicle, especially railway vehicle. Not-in-force EP1712443B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL06007366T PL1712443T3 (en) 2005-04-11 2006-04-07 Multiple-unit articulated vehicle, especially railway vehicle.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102005016713A DE102005016713A1 (en) 2005-04-11 2005-04-11 Railcar, has articulation device designed such that it permits rolling movements between railcar bodies around rolling axis which is parallel to longitudinal axis of one body, where rolling axis runs through other device

Publications (2)

Publication Number Publication Date
EP1712443A1 true EP1712443A1 (en) 2006-10-18
EP1712443B1 EP1712443B1 (en) 2009-06-10

Family

ID=36660727

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06007366A Not-in-force EP1712443B1 (en) 2005-04-11 2006-04-07 Multiple-unit articulated vehicle, especially railway vehicle.

Country Status (6)

Country Link
EP (1) EP1712443B1 (en)
AT (1) ATE433401T1 (en)
DE (2) DE102005016713A1 (en)
ES (1) ES2326751T3 (en)
PL (1) PL1712443T3 (en)
PT (1) PT1712443E (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008049674A1 (en) * 2006-10-23 2008-05-02 Siemens Aktiengesellschaft Device for mechanically connecting vehicles
WO2017162719A1 (en) * 2016-03-24 2017-09-28 Siemens Ag Österreich Rail vehicle coupling
JP2018510813A (en) * 2015-04-07 2018-04-19 ヘルシンギン カウプンギン リーケンネリーケライトス Railway vehicle
EP3345804A1 (en) * 2017-01-05 2018-07-11 ATG Autotechnik GmbH Roof joint for an articulated vehicle
CN109334702A (en) * 2018-11-06 2019-02-15 中车青岛四方机车车辆股份有限公司 Workshop vibration absorber and rail vehicle used for rail vehicle
CN110304099A (en) * 2019-07-16 2019-10-08 通号轨道车辆有限公司 A kind of suspension type sky rail and its coupling device at car end

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
PL2765050T3 (en) * 2013-02-09 2015-10-30 Huebner Gmbh & Co Kg Device in the roof area of two vehicle sections with a jointed connection for limiting the angle of the vehicle sections relative to each other
DE102014212360A1 (en) 2014-06-26 2015-12-31 Siemens Aktiengesellschaft Articulated vehicle with a transversely movable joint
DE102014226695A1 (en) 2014-12-19 2016-06-23 Siemens Aktiengesellschaft Articulated vehicle with a transversely movable joint
CN110104017A (en) * 2019-04-30 2019-08-09 中车四方车辆有限公司 Tramcar

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE490825C (en) * 1927-06-25 1930-02-04 Carl Buderus Carriages for railways, trams, rapid transit trains, etc. Like., In particular for articulated car trains
DE3815540A1 (en) 1988-05-06 1989-11-16 Waggon Union Gmbh JOINT CONNECTION
EP0764103B1 (en) 1995-04-05 1999-09-29 ABB Daimler-Benz Transportation (Technology) GmbH Device for coupling rail vehicles
DE19914564A1 (en) * 1999-03-31 2000-10-05 Abb Daimler Benz Transp Articulated connection unit for multi-sectional railway vehicles has two articulated connections located above each other to connect two carriages
WO2005037621A1 (en) * 2003-09-19 2005-04-28 Siemens Aktiengesellschaft Large-capacity vehicle for transporting people, especially a rail vehicle, comprising carriages that are connected in an articulated manner

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3787068A (en) * 1972-09-25 1974-01-22 Bangor Punta Operations Inc Articulated trailer hitch
DE8513611U1 (en) * 1985-05-08 1985-06-20 Karl Kässbohrer Fahrzeugwerke GmbH, 7900 Ulm Articulated vehicle train
DE29707031U1 (en) * 1997-04-18 1997-11-20 Huebner Gummi & Kunststoff Articulated vehicle
DE102004014903A1 (en) * 2004-03-26 2005-10-13 Siemens Ag Vehicle, in particular lane-guided vehicle, with articulated vehicle bodies

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE490825C (en) * 1927-06-25 1930-02-04 Carl Buderus Carriages for railways, trams, rapid transit trains, etc. Like., In particular for articulated car trains
DE3815540A1 (en) 1988-05-06 1989-11-16 Waggon Union Gmbh JOINT CONNECTION
EP0764103B1 (en) 1995-04-05 1999-09-29 ABB Daimler-Benz Transportation (Technology) GmbH Device for coupling rail vehicles
DE19914564A1 (en) * 1999-03-31 2000-10-05 Abb Daimler Benz Transp Articulated connection unit for multi-sectional railway vehicles has two articulated connections located above each other to connect two carriages
WO2005037621A1 (en) * 2003-09-19 2005-04-28 Siemens Aktiengesellschaft Large-capacity vehicle for transporting people, especially a rail vehicle, comprising carriages that are connected in an articulated manner

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008049674A1 (en) * 2006-10-23 2008-05-02 Siemens Aktiengesellschaft Device for mechanically connecting vehicles
JP2018510813A (en) * 2015-04-07 2018-04-19 ヘルシンギン カウプンギン リーケンネリーケライトス Railway vehicle
WO2017162719A1 (en) * 2016-03-24 2017-09-28 Siemens Ag Österreich Rail vehicle coupling
EP3345804A1 (en) * 2017-01-05 2018-07-11 ATG Autotechnik GmbH Roof joint for an articulated vehicle
CN109334702A (en) * 2018-11-06 2019-02-15 中车青岛四方机车车辆股份有限公司 Workshop vibration absorber and rail vehicle used for rail vehicle
CN110304099A (en) * 2019-07-16 2019-10-08 通号轨道车辆有限公司 A kind of suspension type sky rail and its coupling device at car end

Also Published As

Publication number Publication date
ES2326751T3 (en) 2009-10-19
EP1712443B1 (en) 2009-06-10
PL1712443T3 (en) 2009-11-30
ATE433401T1 (en) 2009-06-15
DE102005016713A1 (en) 2006-10-12
PT1712443E (en) 2009-08-05
DE502006003920D1 (en) 2009-07-23

Similar Documents

Publication Publication Date Title
EP1712443B1 (en) Multiple-unit articulated vehicle, especially railway vehicle.
EP1663750B1 (en) Large-capacity vehicle for transporting people, especially a rail vehicle, comprising carriages that are connected in an articulated manner
EP2084047B1 (en) Device for mechanically connecting vehicles
EP0567950A1 (en) Railway vehicle
DE102016207256A1 (en) Linkage for the articulated connection of a carriage box-side end portion of a coupling rod to a car body
DE3610987A1 (en) CHASSIS FOR A RAIL VEHICLE
EP1647462B1 (en) Vehicle for carrying large number of passengers, in particular rail vehicle, with articulated bodies
EP2167362B1 (en) Vehicle with railcar bodies connected in an articulated manner
DE19819927C2 (en) Device for the articulated connection of adjacent car bodies of a rail vehicle, in particular for local traffic
EP3345804A1 (en) Roof joint for an articulated vehicle
EP0718171B1 (en) Tilt limiter
EP1151905B1 (en) Device for the articulated connection of the bodies of a multi-unit railway vehicle
EP3105098A1 (en) Articulated connection for a rail vehicle
EP0340760A1 (en) Hinged connection
EP1928722B1 (en) Vehicle comprising a pitch joint
EP0975504B1 (en) Vehicle
EP0983931A2 (en) Connection between two articulated vehicle parts
EP3490869B1 (en) Laterally flexible single joint having approximately linear guiding by means of a shaft
EP2412600A1 (en) Roof joint for an articulated vehicle
EP0475339B1 (en) Device for moving the bellows and bisecting the turntable angle for a low floor articulated omnibus
EP2158114B1 (en) Rail vehicle with single-stage suspension
DE102015205085B3 (en) Bogie for rail vehicle
DE8513611U1 (en) Articulated vehicle train
CH684075A5 (en) Bogie.
EP1348605A1 (en) Connection and transition system for adjacent articulated vehicle units of a modular railway vehicle supported on a common bogie

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

17P Request for examination filed

Effective date: 20070418

17Q First examination report despatched

Effective date: 20070518

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: BOMBARDIER TRANSPORTATION GMBH

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REF Corresponds to:

Ref document number: 502006003920

Country of ref document: DE

Date of ref document: 20090723

Kind code of ref document: P

REG Reference to a national code

Ref country code: PT

Ref legal event code: SC4A

Free format text: AVAILABILITY OF NATIONAL TRANSLATION

Effective date: 20090730

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: TROESCH SCHEIDEGGER WERNER AG

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2326751

Country of ref document: ES

Kind code of ref document: T3

REG Reference to a national code

Ref country code: GR

Ref legal event code: EP

Ref document number: 20090402209

Country of ref document: GR

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090610

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090610

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090610

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090610

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091010

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090610

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090610

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090910

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090610

26N No opposition filed

Effective date: 20100311

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: TR

Payment date: 20100329

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FI

Payment date: 20100416

Year of fee payment: 5

Ref country code: IE

Payment date: 20100422

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CZ

Payment date: 20100402

Year of fee payment: 5

Ref country code: IT

Payment date: 20100422

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20100423

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100430

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20100420

Year of fee payment: 5

Ref country code: SE

Payment date: 20100415

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GR

Payment date: 20110418

Year of fee payment: 6

Ref country code: PT

Payment date: 20110404

Year of fee payment: 6

Ref country code: ES

Payment date: 20110418

Year of fee payment: 6

Ref country code: FR

Payment date: 20110510

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20110426

Year of fee payment: 6

Ref country code: PL

Payment date: 20110325

Year of fee payment: 6

REG Reference to a national code

Ref country code: SE

Ref legal event code: EUG

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20110407

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110407

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110430

Ref country code: FI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110407

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110430

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110407

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110407

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110407

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20090610

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100407

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091211

REG Reference to a national code

Ref country code: PT

Ref legal event code: MM4A

Free format text: LAPSE DUE TO NON-PAYMENT OF FEES

Effective date: 20121008

REG Reference to a national code

Ref country code: NL

Ref legal event code: V1

Effective date: 20121101

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20121228

REG Reference to a national code

Ref country code: GR

Ref legal event code: ML

Ref document number: 20090402209

Country of ref document: GR

Effective date: 20121102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20121102

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120430

Ref country code: PT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20121008

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20121101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110408

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20130715

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120408

REG Reference to a national code

Ref country code: PL

Ref legal event code: LAPE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120407

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120406

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20140411

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20140418

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20150421

Year of fee payment: 10

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 433401

Country of ref document: AT

Kind code of ref document: T

Effective date: 20150407

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150407

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502006003920

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150430