EP1712443A1 - Véhicule articulé à unités multiples, notamment véhicule ferroviaire. - Google Patents

Véhicule articulé à unités multiples, notamment véhicule ferroviaire. Download PDF

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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)
English (en)
Other versions
EP1712443B1 (fr
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/pl
Publication of EP1712443A1 publication Critical patent/EP1712443A1/fr
Application granted granted Critical
Publication of EP1712443B1 publication Critical patent/EP1712443B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Stored Programmes (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Transmission Devices (AREA)
EP06007366A 2005-04-11 2006-04-07 Véhicule articulé à unités multiples, notamment véhicule ferroviaire. Not-in-force EP1712443B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL06007366T PL1712443T3 (pl) 2005-04-11 2006-04-07 Wieloczłonowy pojazd przegubowy, zwłaszcza pojazd szynowy

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102005016713A DE102005016713A1 (de) 2005-04-11 2005-04-11 Mehrgliedriges Fahrzeug

Publications (2)

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

Family

ID=36660727

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06007366A Not-in-force EP1712443B1 (fr) 2005-04-11 2006-04-07 Véhicule articulé à unités multiples, notamment véhicule ferroviaire.

Country Status (6)

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

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008049674A1 (fr) * 2006-10-23 2008-05-02 Siemens Aktiengesellschaft Dispositif de liaison mécanique de véhicules
WO2017162719A1 (fr) * 2016-03-24 2017-09-28 Siemens Ag Österreich Accouplement de véhicule ferroviaire
JP2018510813A (ja) * 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 鉄道車両
EP3345804A1 (fr) * 2017-01-05 2018-07-11 ATG Autotechnik GmbH Articulation de toit pour un véhicule articulé
CN109334702A (zh) * 2018-11-06 2019-02-15 中车青岛四方机车车辆股份有限公司 轨道车辆用车间减振装置及轨道车辆
CN110304099A (zh) * 2019-07-16 2019-10-08 通号轨道车辆有限公司 一种悬挂式空轨及其车端连接装置

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2543682T3 (es) * 2013-02-09 2015-08-21 HÜBNER GmbH & Co. KG Dispositivo dispuesto en el sector de techo de dos componentes de vehículo unidos articuladamente para la limitación del movimiento de cabeceo relativo de los componentes de vehículo entre sí
DE102014212360A1 (de) 2014-06-26 2015-12-31 Siemens Aktiengesellschaft Gelenkfahrzeug mit einem querverschiebbaren Gelenk
DE102014226695A1 (de) 2014-12-19 2016-06-23 Siemens Aktiengesellschaft Gelenkfahrzeug mit einem querverschiebbaren Gelenk
CN110104017A (zh) * 2019-04-30 2019-08-09 中车四方车辆有限公司 有轨电车

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE490825C (de) * 1927-06-25 1930-02-04 Carl Buderus Wagen fuer Eisenbahnen, Strassenbahnen, Schnellbahnen u. dgl., insbesondere fuer Gelenkwagenzuege
DE3815540A1 (de) 1988-05-06 1989-11-16 Waggon Union Gmbh Gelenkverbindung
EP0764103B1 (fr) 1995-04-05 1999-09-29 ABB Daimler-Benz Transportation (Technology) GmbH Dispositif permettant d'accoupler des vehicules sur rails
DE19914564A1 (de) * 1999-03-31 2000-10-05 Abb Daimler Benz Transp Gelenkverbindungsanordnung
WO2005037621A1 (fr) * 2003-09-19 2005-04-28 Siemens Aktiengesellschaft Vehicule de grande capacite servant au transport de personnes, notamment vehicule ferroviaire, comprenant des caisses articulees

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 (de) * 1985-05-08 1985-06-20 Karl Kässbohrer Fahrzeugwerke GmbH, 7900 Ulm Fahrzeuggelenkzug
DE29707031U1 (de) * 1997-04-18 1997-11-20 Hübner Gummi- und Kunststoff GmbH, 34123 Kassel Gelenkfahrzeug
DE102004014903A1 (de) * 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE490825C (de) * 1927-06-25 1930-02-04 Carl Buderus Wagen fuer Eisenbahnen, Strassenbahnen, Schnellbahnen u. dgl., insbesondere fuer Gelenkwagenzuege
DE3815540A1 (de) 1988-05-06 1989-11-16 Waggon Union Gmbh Gelenkverbindung
EP0764103B1 (fr) 1995-04-05 1999-09-29 ABB Daimler-Benz Transportation (Technology) GmbH Dispositif permettant d'accoupler des vehicules sur rails
DE19914564A1 (de) * 1999-03-31 2000-10-05 Abb Daimler Benz Transp Gelenkverbindungsanordnung
WO2005037621A1 (fr) * 2003-09-19 2005-04-28 Siemens Aktiengesellschaft Vehicule de grande capacite servant au transport de personnes, notamment vehicule ferroviaire, comprenant des caisses articulees

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008049674A1 (fr) * 2006-10-23 2008-05-02 Siemens Aktiengesellschaft Dispositif de liaison mécanique de véhicules
JP2018510813A (ja) * 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 鉄道車両
WO2017162719A1 (fr) * 2016-03-24 2017-09-28 Siemens Ag Österreich Accouplement de véhicule ferroviaire
EP3345804A1 (fr) * 2017-01-05 2018-07-11 ATG Autotechnik GmbH Articulation de toit pour un véhicule articulé
CN109334702A (zh) * 2018-11-06 2019-02-15 中车青岛四方机车车辆股份有限公司 轨道车辆用车间减振装置及轨道车辆
CN110304099A (zh) * 2019-07-16 2019-10-08 通号轨道车辆有限公司 一种悬挂式空轨及其车端连接装置

Also Published As

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

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