EP2167362B1 - Vehicle with railcar bodies connected in an articulated manner - Google Patents

Vehicle with railcar bodies connected in an articulated manner Download PDF

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Publication number
EP2167362B1
EP2167362B1 EP08760529.1A EP08760529A EP2167362B1 EP 2167362 B1 EP2167362 B1 EP 2167362B1 EP 08760529 A EP08760529 A EP 08760529A EP 2167362 B1 EP2167362 B1 EP 2167362B1
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EP
European Patent Office
Prior art keywords
vehicle
wagon body
axis
articulation device
wagon
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EP08760529.1A
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German (de)
French (fr)
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EP2167362A1 (en
Inventor
Bernd Müller
Rainer Kochte
Jörg Blüthgen
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Publication of EP2167362A1 publication Critical patent/EP2167362A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
    • 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, according to the preamble of claim 1 with a first car body, a second car body and a chassis, the chassis being arranged in the region of the mutually adjacent ends of the two car bodies, the first car body and the second Car bodies are pivotally connected in the area of their mutually adjacent ends at least about a pivot axis running in the direction of the vertical axis of the vehicle, and the first car body is pivotally connected to the chassis via a first articulation device about a first pivot axis running in the direction of the vertical axis of the vehicle and is supported on the chassis is.
  • the known vehicles with slewing rings do not allow rolling movements between the two car bodies, so that, on the one hand, high torsional loads occur in the joints and the car bodies when driving through twisted track sections.
  • connection of the car bodies to the bogie not only has to take over the loads (drive, braking and centrifugal forces) introduced from the bogie into the car body, but also absorb the possibly considerably higher longitudinal compressive forces between the car bodies and must transmit.
  • the present invention is therefore based on the object of providing a vehicle of the type mentioned at the beginning which does not or does not have the disadvantages mentioned above has at least to a lesser extent and in particular enables a simpler construction of the chassis connection and the car bodies themselves.
  • the present invention solves this problem on the basis of a vehicle according to the preamble of claim 1 by the features specified in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that a simpler construction of the chassis connection and the car bodies itself can be achieved if the car body connection and chassis connection integrated in one unit is dissolved, so that only one of the two car bodies is connected directly to the chassis via an articulated device, while the two car bodies are connected to each other via a separate additional articulation device.
  • This separate additional articulation device is then used to support one of the car bodies on the other car body, before the structure is then used to introduce only the supporting forces into the chassis, while the longitudinal forces between the car bodies are directly via the car bodies and not via the support on the chassis to run.
  • connection of the car bodies and the connection of the undercarriage has the advantage that the connection of the undercarriage can take place in a conventional manner, for example as for a final undercarriage (on which only one car body is supported). Accordingly, the same components can be used for this chassis connection as for the connection of the other chassis of the vehicle.
  • the unit the car body of which is articulated directly to the chassis, can possibly be viewed in terms of driving dynamics like a conventional car unit with two end carriages, which ultimately simplifies their design.
  • connection between the two car bodies can be designed in a simple manner in such a way that roll movements between the two car bodies are made possible. This reduces the torsional loads on the car bodies (e.g. when driving through twisted track sections), so that they can also be made easier.
  • the invention therefore relates to a vehicle, in particular a rail vehicle, with a first car body, a second car body and a chassis, the chassis in the region of the mutually adjacent ends of the two Car bodies is arranged and the first car body and the second car body are pivotally connected in the region of their mutually adjacent ends at least about a pivot axis running in the direction of the vertical axis of the vehicle.
  • the first car body is connected to the chassis via a first articulation device so as to be pivotable about a first pivot axis running in the direction of the vertical axis of the vehicle, and is supported on the chassis.
  • the second car body is pivotally connected to the first car body via a second articulation device about a second pivot axis running in the direction of the vertical axis of the vehicle and is supported on the first car body.
  • the first pivot axis and the second pivot axis can in principle be arranged with respect to one another in any suitable manner. These two swivel axes are preferably aligned parallel to one another, where appropriate they can also be at a certain distance from one another. In terms of driving dynamics, however, it is advantageous if the two swivel axes are essentially aligned with one another. It is therefore preferably provided that the first pivot axis and the second pivot axis are essentially collinear with one another when the vehicle is at rest, since in this case the connection between the two car bodies and the connection of the chassis can be considered kinematically as a single joint.
  • the first joint device and the second joint device can in principle be arranged with respect to one another in any suitable manner.
  • a configuration that is particularly easy to implement is obtained if the second joint device is arranged above the first joint device in the direction of the vehicle vertical axis. In this way, the supporting forces acting when supporting the second car body can be absorbed in a particularly simple manner by the first car body and introduced into the chassis via the first articulation device.
  • the first joint device can be designed in a particularly simple manner.
  • it can be designed like the articulation device for a conventional end chassis, so that the same type of articulation device can possibly be used for all chassis connections within the vehicle, and under certain circumstances even identical components can be used for this.
  • the first joint device is designed in the manner of a slewing ring.
  • the second articulation device enables roll movements between the two car bodies in order to to achieve a reduction in the torsional load on the car bodies when driving through twisted track sections.
  • the second articulation device is designed such that it allows a rolling movement between the first car body and the second car body about a rolling axis parallel to the longitudinal axis of the vehicle.
  • Such roll movements between the car bodies can be achieved through a number of articulations.
  • Such a design can be achieved in a particularly simple and robust manner via a section designed in the manner of a ball joint. It is therefore preferably provided that the second joint device is designed in the manner of a ball joint.
  • the second joint device preferably comprises a spherical projection which is arranged on one of the two car bodies and which is seated in an associated spherical joint socket which is fastened to the other of the two car bodies.
  • a configuration that is particularly easy to produce and to assemble results when the spherical projection is arranged on the second car body.
  • the rolling movements of the second car body can be supported with respect to the first car body, if appropriate, exclusively at the other end of the second car body, which is remote from the second articulation device, for example by means of a support on a conventional end carriage.
  • separate support can take place via a corresponding secondary suspension (preferably coupled to the second car body via corresponding guide elements) on the chassis assigned in the second joint.
  • these rolling movements are preferably supported via the first car body, since this allows a particularly simple design with minimized torsional loading of the second car body.
  • This support of the rolling movements of the second car body with respect to the first car body can take place via the second articulation device.
  • the two car bodies are connected via a connecting device acting in the direction of the vehicle transverse axis, the connecting device being spaced apart from the second articulated device in the direction of the vertical vehicle axis in order to be able to apply supporting forces of this type in a simple manner.
  • the roll movements are preferably damped here between the two car bodies, in that the connecting device comprises a damping device acting in the direction of the vehicle transverse axis.
  • the present invention can be implemented in connection with arbitrarily designed undercarriages.
  • the chassis assigned in both car bodies can be a single-axle chassis.
  • the chassis is designed in the manner of a bogie.
  • the bogie has a cradle supported on a bogie frame by means of a secondary suspension and the first articulation device is fastened to the cradle.
  • the vehicle 101 has a vehicle longitudinal axis 101.1, a vehicle vertical axis 101.2 and a vehicle transverse axis 101.3.
  • the vehicle 101 comprises a chassis in the form of a Jacobs bogie 102, a first car body 103 and a second car body 104, the adjacent ends of which are assigned to the bogie 102.
  • the first car body 103 is connected to the bogie 102 via a first articulated device in the form of a slewing ring 105 so as to be pivotable about a first pivot axis 105.1 and on the bogie 102 in the direction of the vehicle vertical axis 101.2 supported the bogie 102.
  • the first pivot axis 105.1 runs essentially parallel to the vertical vehicle axis 101.1.
  • the slewing ring 105 is fastened to a cradle 102.1 of the bogie 102, which is supported on the bogie frame 102.3 of the bogie 102 via a secondary suspension 102.2.
  • the slewing ring 105 is fastened to a first carrier 103. 1 of the first car body 103.
  • the first car body 103 and the second car body 104 are connected via a second joint device in the form of a ball joint 106.
  • the ball joint 106 is arranged in the direction of the vehicle vertical axis 101.2 above the slewing ring 105, so that it is easily accessible and the connection between the first car body 103 and the second car body 104 can be established in a simple manner.
  • the ball joint 106 in the first car body 103 and the second car body 104 are connected to one another so as to be pivotable about a second pivot axis 106.1.
  • the second pivot axis 106.1 in turn runs essentially parallel to the vertical vehicle axis 101.1 and is arranged collinear to the first pivot axis 105.1. This is advantageous in terms of driving dynamics, since the connection between the two car bodies 103, 104 and their connection to the bogie 102 can be considered kinematically as a single joint.
  • the second car body 104 is supported in the direction of the vertical vehicle axis 101.2 via the ball joint 106 on the first car body 103, the structure of which then introduces the supporting forces resulting from the support of the second car body 104 via the turntable 105 into the bogie 102.
  • the ball joint 106 comprises a spherical projection 106.1 and a corresponding counterpart in the form of a spherical joint socket 106.2.
  • the spherical projection 106.1 is arranged on a second carrier 104.1 of the second car body 104.
  • the projection 106.1 is inserted from above into the joint socket 106.2, which in turn is fastened to the first carrier 103.1 of the first car body 103.
  • the ball joint 106 also enables roll movements between the two car bodies 103, 104 about a roll axis parallel to the vehicle longitudinal axis 101.1. This reduces the torsional loads on the car bodies 103, 104, z. B. when traversing twisted track sections, so that the car bodies 103, 104 can be made easier.
  • Rolling movements of the first car body 103 with respect to the bogie 102 are supported, among other things, via the slewing ring 105 and the cradle 102.1.
  • the roll movements of the second car body 104 are supported with respect to the first car body 103 via a connecting device 107, which connects the two car bodies 103, 104 in the direction of the vehicle transverse axis 101.3.
  • the connecting device 107 is arranged in the roof area of the vehicle 101 and thus above the ball joint 106, so that there are favorable lever ratios for supporting the rolling movements between the two car bodies 103, 104.
  • the connecting device 107 is articulated in the roof area via a first bracket 107.1 to the first car body 103 and a second bracket 107.2 to the second car body 104.
  • the connecting device 107 comprises a damping device acting in the direction of the vehicle transverse axis 101.3 in the form of a damper 107.3, which dampens the roll movements between the first car body 103 and the second car body 104 in an advantageous manner.
  • a damping device acting in the direction of the vehicle transverse axis 101.3 in the form of a damper 107.3, which dampens the roll movements between the first car body 103 and the second car body 104 in an advantageous manner.
  • Figure 4 describes a vehicle 201 not according to the invention.
  • the Figure 4 shows a view of the vehicle 201, the view of the vehicle 101 Figure 3 corresponds.
  • the basic design and mode of operation of vehicle 201 correspond to vehicle 101, so that only the differences are to be dealt with. Accordingly, in Figure 4 identical components with the same reference numerals as in the Figures 1 to 3 provided, while similar components are provided with reference numerals increased by the value 100.
  • the first joint device is designed as a pivot joint 205, the pivot 205.2 of which is attached to the first carrier 103.1 of the first car body 103 and is seated in a corresponding recess in the cradle 202.1 of the bogie 102. All other components of the vehicle 201 are identical to the components of the vehicle 101, so that reference is made only to the above statements in this regard.
  • the pivot joint 205 can be designed in a conventional manner. In particular, it can be designed as this is done in an adequate manner, for. B. is known for final trolleys. If necessary, the pivot pin can be configured identically with the other pivot pins of the vehicle 201, so that, if appropriate, advantageously for the Articulation of all bogies of vehicle 201 identical components can be used.
  • the invention can be used in connection with any vehicles, in particular any rail vehicles for any applications in local traffic, long-distance traffic, in particular in high-speed traffic.

Description

Die vorliegende Erfindung betrifft ein Fahrzeug, insbesondere ein Schienenfahrzeug, gemäß dem Oberbegriff des Anspruchs 1 mit einem ersten Wagenkasten, einem zweiten Wagenkasten und einem Fahrwerk, wobei das Fahrwerk im Bereich der einander benachbarten Enden der beiden Wagenkästen angeordnet ist, der erste Wagenkasten und der zweite Wagenkasten im Bereich ihrer einander benachbarten Enden zumindest um eine in Richtung der Hochachse des Fahrzeugs verlaufende Schwenkachse schwenkbar verbunden sind und der erste Wagenkasten über eine erste Gelenkeinrichtung um eine in Richtung der Hochachse des Fahrzeugs verlaufende erste Schwenkachse schwenkbar mit dem Fahrwerk verbunden und auf dem Fahrwerk abgestützt ist.The present invention relates to a vehicle, in particular a rail vehicle, according to the preamble of claim 1 with a first car body, a second car body and a chassis, the chassis being arranged in the region of the mutually adjacent ends of the two car bodies, the first car body and the second Car bodies are pivotally connected in the area of their mutually adjacent ends at least about a pivot axis running in the direction of the vertical axis of the vehicle, and the first car body is pivotally connected to the chassis via a first articulation device about a first pivot axis running in the direction of the vertical axis of the vehicle and is supported on the chassis is.

Bei einer Reihe von Schienenfahrzeugen stützen sich benachbarte Wagenkästen auf einem gemeinsamen so genannten Jacobs-Drehgestell ab. Für die Abstützung und Anlenkung der Wagenkästen am Drehgestell werden dabei häufig zweistufige Drehkränze oder separate bzw. gemeinsame Drehzapfen verwendet, wie dies beispielsweise in der WO 03/011670 A1 beschrieben ist. Ein gattungsgemäßes Fahrzeug ist weiterhin aus der US 5,560,503 bekannt.In a number of rail vehicles, adjacent car bodies are supported on a common so-called Jacobs bogie. For the support and articulation of the car bodies on the bogie, two-stage slewing rings or separate or common pivots are often used, as is the case, for example, in WO 03/011670 A1 is described. A generic vehicle is still from the US 5,560,503 known.

Insbesondere die bekannten Fahrzeuge mit Drehkränzen erlauben keine Wankbewegungen zwischen den beiden Wagenkästen, sodass zum einen beim Durchfahren von verwundenen Gleisabschnitten hohe Torsionsbelastungen in den Gelenken und den Wagenkästen entstehen.In particular, the known vehicles with slewing rings do not allow rolling movements between the two car bodies, so that, on the one hand, high torsional loads occur in the joints and the car bodies when driving through twisted track sections.

Ein weiterer Nachteil dieser Fahrzeuge besteht darin, dass die Anbindung der Wagenkästen an das Drehgestell nicht nur die aus dem Drehgestell in den Wagenkasten eingeleiteten Lasten (Antriebs-, Brems- und Fliehkräfte) übernehmen muss, sondern auch die gegebenenfalls erheblich höheren Längsdruckkräfte zwischen den Wagenkästen aufnehmen und übertragen muss.Another disadvantage of these vehicles is that the connection of the car bodies to the bogie not only has to take over the loads (drive, braking and centrifugal forces) introduced from the bogie into the car body, but also absorb the possibly considerably higher longitudinal compressive forces between the car bodies and must transmit.

Beide Effekte bedingen eine vergleichsweise aufwändige Konstruktion der Anbindung der Wagenkästen an das Drehgestell sowie der Wagenkastenstruktur selbst.Both effects require a comparatively complex construction of the connection of the car bodies to the bogie and the car body structure itself.

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 einfachere Konstruktion der Fahrwerksanbindung und der Wagenkästen selbst ermöglicht.The present invention is therefore based on the object of providing a vehicle of the type mentioned at the beginning which does not or does not have the disadvantages mentioned above has at least to a lesser extent and in particular enables a simpler construction of the chassis connection and the car bodies themselves.

Die vorliegende Erfindung löst diese Aufgabe ausgehend von einem Fahrzeug gemäß dem Oberbegriff des Anspruchs 1 durch die im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmale.The present invention solves this problem on the basis of a vehicle according to the preamble of claim 1 by the features specified in the characterizing part of claim 1.

Der vorliegenden Erfindung liegt die technische Lehre zu Grunde, dass man eine einfachere Konstruktion der Fahrwerksanbindung und der Wagenkästen selbst erzielt, wenn man die in einer Einheit integrierte Wagenkastenverbindung und Fahrwerksanbindung auflöst, sodass nur einer der beiden Wagenkästen über eine Gelenkeinrichtung direkt am Fahrwerk angebunden wird, während die beiden Wagenkästen über eine separate weitere Gelenkeinrichtung miteinander verbunden werden. Über diese separate weitere Gelenkeinrichtung wird dann einer der Wagenkästen zunächst auf dem anderen Wagenkasten abgestützt, bevor über dessen Struktur dann die Einleitung ausschließlich der Stützkräfte in das Fahrwerk erfolgt, während die Längskräfte zwischen den Wagenkästen unmittelbar über die Wagenkästen und nicht über die Abstützung auf dem Fahrwerk laufen.The present invention is based on the technical teaching that a simpler construction of the chassis connection and the car bodies itself can be achieved if the car body connection and chassis connection integrated in one unit is dissolved, so that only one of the two car bodies is connected directly to the chassis via an articulated device, while the two car bodies are connected to each other via a separate additional articulation device. This separate additional articulation device is then used to support one of the car bodies on the other car body, before the structure is then used to introduce only the supporting forces into the chassis, while the longitudinal forces between the car bodies are directly via the car bodies and not via the support on the chassis to run.

Diese Trennung der Verbindung der Wagenkästen und der Anbindung des Fahrwerks hat den Vorteil, dass die Anbindung des Fahrwerks in herkömmlicher Weise, beispielsweise wie für ein Endfahrwerk (auf dem sich nur ein Wagenkasten abstützt) erfolgen kann. Demgemäß können für diese Fahrwerksanbindung dieselben Bauteile wie für die Anbindung der übrigen Fahrwerke des Fahrzeugs verwendet werden.This separation of the connection of the car bodies and the connection of the undercarriage has the advantage that the connection of the undercarriage can take place in a conventional manner, for example as for a final undercarriage (on which only one car body is supported). Accordingly, the same components can be used for this chassis connection as for the connection of the other chassis of the vehicle.

Weiterhin kann die Einheit, deren Wagenkasten unmittelbar an dem Fahrwerk angelenkt ist, gegebenenfalls fahrdynamisch wie eine herkömmliche Wageneinheit mit zwei Endfahrwerken betrachtet werden, was letztlich deren Auslegung vereinfacht.Furthermore, the unit, the car body of which is articulated directly to the chassis, can possibly be viewed in terms of driving dynamics like a conventional car unit with two end carriages, which ultimately simplifies their design.

Schließlich lässt sich die Verbindung zwischen den beiden Wagenkästen, dank der funktionalen Trennung von der Fahrwerksanbindung in einfacher Weise so gestalten, dass Wankbewegungen zwischen den beiden Wagenkästen ermöglicht werden. Hierdurch reduzieren sich die Torsionsbelastungen der Wagenkästen (z. B. beim Durchfahren von verwundenen Gleisabschnitten), sodass diese ebenfalls einfacher gestaltet werden können.Finally, thanks to the functional separation from the chassis connection, the connection between the two car bodies can be designed in a simple manner in such a way that roll movements between the two car bodies are made possible. This reduces the torsional loads on the car bodies (e.g. when driving through twisted track sections), so that they can also be made easier.

Gemäß einem Aspekt betrifft die Erfindung daher ein Fahrzeug, insbesondere ein Schienenfahrzeug, mit einem ersten Wagenkasten, einem zweiten Wagenkasten und einem Fahrwerk, wobei das Fahrwerk im Bereich der einander benachbarten Enden der beiden Wagenkästen angeordnet ist und der erste Wagenkasten und der zweite Wagenkasten im Bereich ihrer einander benachbarten Enden zumindest um eine in Richtung der Hochachse des Fahrzeugs verlaufende Schwenkachse schwenkbar verbunden sind. Der erste Wagenkasten ist über eine erste Gelenkeinrichtung um eine in Richtung der Hochachse des Fahrzeugs verlaufende erste Schwenkachse schwenkbar mit dem Fahrwerk verbunden und auf dem Fahrwerk abgestützt. Der zweite Wagenkasten ist über eine zweite Gelenkeinrichtung um eine in Richtung der Hochachse des Fahrzeugs verlaufende zweite Schwenkachse schwenkbar mit dem ersten Wagenkasten verbunden und auf dem ersten Wagenkasten abgestützt.According to one aspect, the invention therefore relates to a vehicle, in particular a rail vehicle, with a first car body, a second car body and a chassis, the chassis in the region of the mutually adjacent ends of the two Car bodies is arranged and the first car body and the second car body are pivotally connected in the region of their mutually adjacent ends at least about a pivot axis running in the direction of the vertical axis of the vehicle. The first car body is connected to the chassis via a first articulation device so as to be pivotable about a first pivot axis running in the direction of the vertical axis of the vehicle, and is supported on the chassis. The second car body is pivotally connected to the first car body via a second articulation device about a second pivot axis running in the direction of the vertical axis of the vehicle and is supported on the first car body.

Die erste Schwenkachse und die zweite Schwenkachse können grundsätzlich in beliebiger geeigneter Weise zueinander angeordnet sein. Vorzugsweise sind diese beiden Schwenkachsen zueinander parallel ausgerichtet, wobei sie gegebenenfalls auch einen gewissen Abstand voneinander aufweisen können. Unter fahrdynamischen Aspekten ist es jedoch von Vorteil, wenn die beiden Schwenkachsen miteinander im Wesentlichen fluchten. Bevorzugt ist daher vorgesehen, dass die erste Schwenkachse und die zweite Schwenkachse im Ruhezustand des Fahrzeugs zueinander im Wesentlichen kollinear sind, da in diesem Fall die Verbindung zwischen den beiden Wagenkästen und die Anbindung des Fahrwerks kinematisch als ein einziges Gelenk betrachtet werden kann.The first pivot axis and the second pivot axis can in principle be arranged with respect to one another in any suitable manner. These two swivel axes are preferably aligned parallel to one another, where appropriate they can also be at a certain distance from one another. In terms of driving dynamics, however, it is advantageous if the two swivel axes are essentially aligned with one another. It is therefore preferably provided that the first pivot axis and the second pivot axis are essentially collinear with one another when the vehicle is at rest, since in this case the connection between the two car bodies and the connection of the chassis can be considered kinematically as a single joint.

Die erste Gelenkeinrichtung und die zweite Gelenkeinrichtung können grundsätzlich in beliebiger geeigneter Weise zueinander angeordnet sein. Eine besonders einfach zu realisierende Konfiguration ergibt sich jedoch, wenn die zweite Gelenkeinrichtung in Richtung der Fahrzeughochachse oberhalb der ersten Gelenkeinrichtung angeordnet ist. Hiermit können die bei der Abstützung des zweiten Wagenkastens wirkenden Stützkräfte in besonders einfacher Weise von dem ersten Wagenkasten aufgenommen und über die erste Gelenkeinrichtung in das Fahrwerk eingeleitet werden.The first joint device and the second joint device can in principle be arranged with respect to one another in any suitable manner. However, a configuration that is particularly easy to implement is obtained if the second joint device is arranged above the first joint device in the direction of the vehicle vertical axis. In this way, the supporting forces acting when supporting the second car body can be absorbed in a particularly simple manner by the first car body and introduced into the chassis via the first articulation device.

Die erste Gelenkeinrichtung kann auf besonders einfache Weise gestaltet sein. Insbesondere kann sie wie die Gelenkeinrichtung für ein herkömmliches Endfahrwerk gestaltet sein, sodass innerhalb des Fahrzeugs gegebenenfalls derselbe Typ von Gelenkeinrichtung für alle Fahrwerksanbindungen verwendet werden kann, unter Umständen sogar identische Bauteile hierfür verwendet werden können. Erfindungsgemäß ist die erste Gelenkeinrichtung nach Art eines Drehkranzes ausgebildet.The first joint device can be designed in a particularly simple manner. In particular, it can be designed like the articulation device for a conventional end chassis, so that the same type of articulation device can possibly be used for all chassis connections within the vehicle, and under certain circumstances even identical components can be used for this. According to the invention, the first joint device is designed in the manner of a slewing ring.

Wie bereits oben erwähnt wurde, ist bevorzugt vorgesehen, dass die zweite Gelenkeinrichtung Wankbewegungen zwischen den beiden Wagenkästen ermöglicht, um eine Reduktion der Torsionsbelastung der Wagenkästen beim Durchfahren von verwundenen Gleisabschnitten zu erzielen. Erfindungsgemäß ist vorgesehen, dass die zweite Gelenkeinrichtung derart ausgebildet ist, dass sie eine Wankbewegung zwischen dem ersten Wagenkasten und den zweiten Wagenkasten um eine zur Fahrzeuglängsachse parallele Wankachse zulässt.As already mentioned above, it is preferably provided that the second articulation device enables roll movements between the two car bodies in order to to achieve a reduction in the torsional load on the car bodies when driving through twisted track sections. According to the invention, it is provided that the second articulation device is designed such that it allows a rolling movement between the first car body and the second car body about a rolling axis parallel to the longitudinal axis of the vehicle.

Derartige Wankbewegungen zwischen den Wagenkästen können über eine Reihe von Gelenkgestaltungen erzielt werden. So ist es beispielsweise möglich, die zweite Gelenkeinrichtung mit einem kardanischen Abschnitt auszuführen, welcher diese Wankbewegungen ermöglicht. Auf besonders einfache und robuste Weise lässt sich eine solche Gestaltung aber über einen nach Art eines Kugelgelenks gestaltet den Abschnitt erzielen. Vorzugsweise ist daher vorgesehen, dass die zweite Gelenkeinrichtung nach Art eines Kugelgelenks ausgebildet ist.Such roll movements between the car bodies can be achieved through a number of articulations. For example, it is possible to design the second joint device with a gimbal section that enables these rolling movements. Such a design can be achieved in a particularly simple and robust manner via a section designed in the manner of a ball joint. It is therefore preferably provided that the second joint device is designed in the manner of a ball joint.

Hierzu umfasst die zweite Gelenkeinrichtung bevorzugt einen an einem der beiden Wagenkästen angeordneten sphärischen Vorsprung, der in einer zugeordneten sphärischen Gelenkpfanne sitzt, die an dem anderen der beiden Wagenkästen befestigt ist. Eine besonders einfach herzustellende und zu fügende Konfiguration ergibt sich dabei, wenn der sphärische Vorsprung an dem zweiten Wagenkasten angeordnet ist.For this purpose, the second joint device preferably comprises a spherical projection which is arranged on one of the two car bodies and which is seated in an associated spherical joint socket which is fastened to the other of the two car bodies. A configuration that is particularly easy to produce and to assemble results when the spherical projection is arranged on the second car body.

Die Abstützung von Wankbewegungen des zweiten Wagenkastens bezüglich des ersten Wagenkastens kann gegebenenfalls ausschließlich am anderen, von der zweiten Gelenkeinrichtung entfernten Ende des zweiten Wagenkastens, beispielsweise über eine Abstützung auf einem herkömmlichen Endfahrwerk erfolgen. Ebenso kann eine separate Abstützung über eine entsprechende (vorzugsweise über entsprechende Geleitelemente am zweiten Wagenkasten angekoppelte) Sekundärfederung auf dem im zweiten Gelenk zugeordneten Fahrwerk erfolgen. Vorzugsweise werden diese Wankbewegungen aber über den ersten Wagenkasten abgestützt, da sich hiermit eine besonders einfache Gestaltung mit minimierter Torsionsbelastung des zweiten Wagenkastens erzielen lässt.The rolling movements of the second car body can be supported with respect to the first car body, if appropriate, exclusively at the other end of the second car body, which is remote from the second articulation device, for example by means of a support on a conventional end carriage. Likewise, separate support can take place via a corresponding secondary suspension (preferably coupled to the second car body via corresponding guide elements) on the chassis assigned in the second joint. However, these rolling movements are preferably supported via the first car body, since this allows a particularly simple design with minimized torsional loading of the second car body.

Diese Abstützung der Wankbewegungen des zweiten Wagenkastens bezüglich des ersten Wagenkastens kann über die zweite Gelenkeinrichtung erfolgen. Vorzugsweise ist jedoch vorgesehen, dass die beiden Wagenkästen über eine in Richtung der Fahrzeugquerachse wirkende Verbindungseinrichtung verbunden sind, wobei die Verbindungseinrichtung in Richtung der Fahrzeughochachse von der zweiten Gelenkeinrichtung beabstandet ist, um so auf einfache Weise entsprechende derartige Wankbewegungen abstützende Stützkräfte aufbringen zu können. Vorzugsweise erfolgt hierbei eine Dämpfung der Wankbewegungen zwischen den beiden Wagenkästen, indem die Verbindungseinrichtung eine in Richtung der Fahrzeugquerachse wirkende Dämpfungseinrichtung umfasst.This support of the rolling movements of the second car body with respect to the first car body can take place via the second articulation device. However, it is preferably provided that the two car bodies are connected via a connecting device acting in the direction of the vehicle transverse axis, the connecting device being spaced apart from the second articulated device in the direction of the vertical vehicle axis in order to be able to apply supporting forces of this type in a simple manner. The roll movements are preferably damped here between the two car bodies, in that the connecting device comprises a damping device acting in the direction of the vehicle transverse axis.

Die vorliegende Erfindung lässt sich im Zusammenhang mit beliebig gestalteten Fahrwerken realisieren. So kann es sich bei dem in beiden Wagenkästen zugeordneten Fahrwerk um ein Einzelachsfahrwerk handeln. Vorzugsweise das Fahrwerk jedoch nach Art eines Drehgestells ausgebildet. Weiterhin ist hierbei bevorzugt vorgesehen, dass das Drehgestell eine über eine Sekundärfederung auf einem Drehgestellrahmen abgestützte Wiege aufweist und die erste Gelenkeinrichtung an der Wiege befestigt ist.The present invention can be implemented in connection with arbitrarily designed undercarriages. The chassis assigned in both car bodies can be a single-axle chassis. Preferably, however, the chassis is designed in the manner of a bogie. Furthermore, it is preferably provided that the bogie has a cradle supported on a bogie frame by means of a secondary suspension and the first articulation device is fastened to the cradle.

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 Seitenansicht eines Teils einer bevorzugten Ausführungsform des erfindungsgemäßen Fahrzeugs;
Figur 2
eine schematische perspektivische Ansicht eines Teils des Fahrzeugs aus Figur 1;
Figur 3
einen Schnitt durch das Detail D aus Figur 1 entlang der Linie III-III aus Figur 2;
Figur 4
einen Schnitt durch einen Teil eines nicht erfindungsgemäßen Fahrzeugs.
Further preferred refinements of the invention result from the subclaims or the description below of preferred exemplary embodiments, which refers to the attached drawings. Show it:
Figure 1
is a schematic side view of part of a preferred embodiment of the vehicle according to the invention;
Figure 2
a schematic perspective view of part of the vehicle Figure 1 ;
Figure 3
a section through the detail D. Figure 1 along the line III-III Figure 2 ;
Figure 4
a section through part of a vehicle not according to the invention.

Im Folgenden wird unter Bezugnahme auf die Figuren 1 bis 3 eine bevorzugte Ausführung des erfindungsgemäßen Fahrzeugs in Form eines mehrgliedrigen Schienenfahrzeugs 101 beschrieben.The following is with reference to the Figures 1 to 3 describes a preferred embodiment of the vehicle according to the invention in the form of a multi-unit rail vehicle 101.

Das Fahrzeug 101 weist eine Fahrzeuglängsachse 101.1, eine Fahrzeughochachse 101.2 und eine Fahrzeugquerachse 101.3 auf. Das Fahrzeug 101 umfasst ein Fahrwerk in Form eines Jacobs-Drehgestells 102, einen ersten Wagenkasten 103 und einen zweiten Wagenkasten 104, deren benachbarte Enden den Drehgestell 102 zugeordnet sind.The vehicle 101 has a vehicle longitudinal axis 101.1, a vehicle vertical axis 101.2 and a vehicle transverse axis 101.3. The vehicle 101 comprises a chassis in the form of a Jacobs bogie 102, a first car body 103 and a second car body 104, the adjacent ends of which are assigned to the bogie 102.

Der erste Wagenkasten 103 ist über eine erste Gelenkeinrichtung in Form eines Drehkranzes 105 um eine erste Schwenkachse 105.1 schwenkbar mit dem Drehgestell 102 verbunden und auf dem Drehgestell 102 in Richtung der Fahrzeughochachse 101.2 auf dem Drehgestell 102 abgestützt. Die erste Schwenkachse 105.1 verläuft dabei im Wesentlichen parallel zur Fahrzeughochachse 101.1.The first car body 103 is connected to the bogie 102 via a first articulated device in the form of a slewing ring 105 so as to be pivotable about a first pivot axis 105.1 and on the bogie 102 in the direction of the vehicle vertical axis 101.2 supported the bogie 102. The first pivot axis 105.1 runs essentially parallel to the vertical vehicle axis 101.1.

Wie insbesondere Figur 1 und 3 im Detail zu entnehmen ist, ist der Drehkranz 105 an einer Wiege 102.1 des Drehgestells 102 befestigt, die über eine Sekundärfederung 102.2 auf dem Drehgestellrahmen 102.3 des Drehgestells 102 abgestützt ist. Der Drehkranz 105 ist hierzu an einem ersten Träger 103.1 des ersten Wagenkastens 103 befestigt.How in particular Figure 1 and 3rd As can be seen in detail, the slewing ring 105 is fastened to a cradle 102.1 of the bogie 102, which is supported on the bogie frame 102.3 of the bogie 102 via a secondary suspension 102.2. For this purpose, the slewing ring 105 is fastened to a first carrier 103. 1 of the first car body 103.

Der erste Wagenkasten 103 und der zweite Wagenkasten 104 sind über eine zweite Gelenkeinrichtung in Form eines Kugelgelenks 106 verbunden. Das Kugelgelenk 106 ist dabei in Richtung der Fahrzeughochachse 101.2 oberhalb des Drehkranzes 105 angeordnet, sodass es leicht zugänglich und die Verbindung zwischen dem ersten Wagenkasten 103 und dem zweiten Wagenkasten 104 in einfacher Weise herzustellen ist.The first car body 103 and the second car body 104 are connected via a second joint device in the form of a ball joint 106. The ball joint 106 is arranged in the direction of the vehicle vertical axis 101.2 above the slewing ring 105, so that it is easily accessible and the connection between the first car body 103 and the second car body 104 can be established in a simple manner.

Durch das Kugelgelenk 106 sind in der erste Wagenkasten 103 und der zweite Wagenkasten 104 zum einen um eine zweite Schwenkachse 106.1 schwenkbar miteinander verbunden. Die zweite Schwenkachse 106.1 verläuft dabei wiederum im Wesentlichen parallel zur Fahrzeughochachse 101.1 und ist kollinear zu der ersten Schwenkachse 105.1 angeordnet. Unter fahrdynamischen Aspekten ist dies von Vorteil, da die Verbindung zwischen den beiden Wagenkästen 103, 104 und ihre Anbindung am Drehgestell 102 kinematisch als ein einziges Gelenk betrachtet werden kann.The ball joint 106 in the first car body 103 and the second car body 104 are connected to one another so as to be pivotable about a second pivot axis 106.1. The second pivot axis 106.1 in turn runs essentially parallel to the vertical vehicle axis 101.1 and is arranged collinear to the first pivot axis 105.1. This is advantageous in terms of driving dynamics, since the connection between the two car bodies 103, 104 and their connection to the bogie 102 can be considered kinematically as a single joint.

Zum anderen ist der zweite Wagenkasten 104 in Richtung der Fahrzeughochachse 101.2 über das Kugelgelenk 106 auf dem ersten Wagenkasten 103 abgestützt, dessen Struktur dann die aus der Abstützung des zweiten Wagenkastens 104 resultierenden Stützkräfte über den Drehkranz 105 in das Drehgestell 102 einleitet.On the other hand, the second car body 104 is supported in the direction of the vertical vehicle axis 101.2 via the ball joint 106 on the first car body 103, the structure of which then introduces the supporting forces resulting from the support of the second car body 104 via the turntable 105 into the bogie 102.

Das Kugelgelenk 106 umfasst einen sphärischen Vorsprung 106.1 und ein entsprechendes Gegenstück in Form einer sphärischen Gelenkpfanne 106.2. Der sphärische Vorsprung 106.1 ist an einem zweiten Träger 104.1 des zweiten Wagenkastens 104 angeordnet. Der Vorsprung 106.1 ist von oben in die Gelenkpfanne 106.2 eingesetzt, die ihrerseits an dem ersten Träger 103.1 des ersten Wagenkastens 103 befestigt ist.The ball joint 106 comprises a spherical projection 106.1 and a corresponding counterpart in the form of a spherical joint socket 106.2. The spherical projection 106.1 is arranged on a second carrier 104.1 of the second car body 104. The projection 106.1 is inserted from above into the joint socket 106.2, which in turn is fastened to the first carrier 103.1 of the first car body 103.

Mit dieser Gestaltung wird die herkömmliche in einer Einheit integrierte Verbindung der Wagenkästen und Anwendungen des Fahrwerks aufgelöst. Vielmehr ist erfindungsgemäß nur der erste Wagenkasten 103 über den Drehkranz 105 direkt am Drehgestell 102 angebunden, während die beiden Wagenkästen 103, 104 untereinander über das separate Kugelgelenk 106 verbunden sind. Dank dieser separaten Verbindung zwischen den beiden Wagenkästen 103, 104 werden über die Struktur des ersten Wagenkastens 103 ausschließlich die aus der Abstützung der beiden Wagenkästen in Richtung der Fahrzeughochachse 101.2 resultierenden Stützkräfte in das Drehgestell 102 eingeleitet, während die Hinrichtung der Fahrzeuglängsachse 101 wirkenden Längskräfte zwischen den Wagenkästen 103, 104 unmittelbar über die Struktur der beiden Wagenkästen 103, 104 und nicht wie bei herkömmlichen Fahrzeugen über die gelenkige Anbindung (also den Drehkranz 105) am Drehgestell 102 geleitet werden.With this design, the conventional connection of the car bodies and chassis applications integrated in one unit is dissolved. Rather, according to the invention, only the first car body 103 is connected directly to the bogie 102 via the slewing ring 105, while the two car bodies 103, 104 are connected to one another via the separate one Ball joint 106 are connected. Thanks to this separate connection between the two car bodies 103, 104, only the supporting forces resulting from the support of the two car bodies in the direction of the vehicle vertical axis 101.2 are introduced into the bogie 102 via the structure of the first car body 103, while the longitudinal forces acting between the longitudinal axis 101 acting in the direction of the vehicle longitudinal axis 101 Car bodies 103, 104 are passed directly over the structure of the two car bodies 103, 104 and not, as in conventional vehicles, over the articulated connection (that is, the slewing ring 105) on the bogie 102.

Diese Trennung der Verbindung der Wagenkästen 103, 104 untereinander und ihrer Anbindung am Drehgestell 102 hat den Vorteil, dass der Drehkranz 105 in herkömmlicher Weise gestaltet sein kann. Weiterhin kann die Wageneinheit mit dem ersten Wagenkasten 103 durch ihre alleinige unmittelbare Anlenkung an den Drehgestell 102 fahrdynamisch wie ein herkömmliche Wageneinheit mit zwei Endfahrwerken betrachtet werden, was letztlich ihre Auslegung vereinfacht.This separation of the connection of the car bodies 103, 104 to one another and their connection to the bogie 102 has the advantage that the slewing ring 105 can be designed in a conventional manner. Furthermore, the car unit with the first car body 103 can be viewed in terms of driving dynamics, just because it is directly linked to the bogie 102, like a conventional car unit with two end carriages, which ultimately simplifies its design.

Das Kugelgelenk 106 ermöglicht zudem Wankbewegungen zwischen den beiden Wagenkästen 103, 104 um eine zur Fahrzeuglängsachse 101.1 parallele Wankachse. Hierdurch reduzieren sich die Torsionsbelastungen der Wagenkästen 103, 104, z. B. beim Durchfahren von verwundenen Gleisabschnitten, sodass die Wagenkästen 103, 104 einfacher gestaltet werden können.The ball joint 106 also enables roll movements between the two car bodies 103, 104 about a roll axis parallel to the vehicle longitudinal axis 101.1. This reduces the torsional loads on the car bodies 103, 104, z. B. when traversing twisted track sections, so that the car bodies 103, 104 can be made easier.

Wankbewegungen des ersten Wagenkastens 103 bezüglich des Drehgestells 102 werden unter anderem über den Drehkranz 105 und die Wiege 102.1 abgestützt. Die Abstützung der Wankbewegungen des zweiten Wagenkastens 104 bezüglich des ersten Wagenkastens 103 erfolgt über eine Verbindungseinrichtung 107, welche die beiden Wagenkästen 103, 104 in Richtung der Fahrzeugquerachse 101.3 verbindet. Hiermit ergibt sich eine besonders einfache Gestaltung mit minimierter Torsionsbelastung des zweiten Wagenkastens 104, da die Abstützung der Wankbewegungen nicht nur an anderer Stelle, beispielsweise am anderen Ende des zweiten Wagenkastens 104 erfolgen muss.Rolling movements of the first car body 103 with respect to the bogie 102 are supported, among other things, via the slewing ring 105 and the cradle 102.1. The roll movements of the second car body 104 are supported with respect to the first car body 103 via a connecting device 107, which connects the two car bodies 103, 104 in the direction of the vehicle transverse axis 101.3. This results in a particularly simple design with a minimized torsional load on the second car body 104, since the rolling movements need not be supported only at another location, for example at the other end of the second car body 104.

Die Verbindungseinrichtung 107 ist im Dachbereich des Fahrzeugs 101 und damit oberhalb des Kugelgelenks 106 angeordnet, sodass günstige Hebelverhältnisse für die Abstützung der Wankbewegungen zwischen den beiden Wagenkästen 103, 104 vorliegen. Die Verbindungseinrichtung 107 ist hierzu im Dachbereich über eine erste Konsole 107.1 an dem ersten Wagenkasten 103 und eine zweite Konsole 107.2 an dem zweiten Wagenkasten 104 angelenkt.The connecting device 107 is arranged in the roof area of the vehicle 101 and thus above the ball joint 106, so that there are favorable lever ratios for supporting the rolling movements between the two car bodies 103, 104. For this purpose, the connecting device 107 is articulated in the roof area via a first bracket 107.1 to the first car body 103 and a second bracket 107.2 to the second car body 104.

Die Verbindungseinrichtung 107 umfasst eine in Richtung der Fahrzeugquerachse 101.3 wirkende Dämpfungseinrichtung in Form eines Dämpfers 107.3, der die Wankbewegungen zwischen dem ersten Wagenkasten 103 und den zweiten Wagenkasten 104 in vorteilhafter Weise bedämpft. Über eine Einstellung der Länge der Verbindungseinrichtung 107 kann zudem im Ruhezustand des Fahrzeugs 101 eine Einstellung der Ausrichtung der Wagenkästen 103, 104 bezüglich der Fahrzeughochachse 101.2 erfolgen.The connecting device 107 comprises a damping device acting in the direction of the vehicle transverse axis 101.3 in the form of a damper 107.3, which dampens the roll movements between the first car body 103 and the second car body 104 in an advantageous manner. By adjusting the length of the connecting device 107, the orientation of the car bodies 103, 104 with respect to the vehicle vertical axis 101.2 can also be adjusted in the idle state of the vehicle 101.

Durch die erfindungsgemäße Gestaltung mit der Anbindung des ersten Wagenkastens 103 über den Drehkranz 105 am Drehgestell 102 und die separate Verbindung der beiden Wagenkästen 103, 104 über das Kugelgelenk 106 wird weiterhin der Vorteil erzielt, dass sich ohne weitere Maßnahmen eindeutige kinematische Bedingungen für die Anbindung am Drehgestell 102 ergeben. So ist anders als bei herkömmlichen Fahrzeugen, die beispielsweise einen zweistufigen Drehkranz aufweisen, keine gesonderte Einrichtung erforderlich, welche das Nickverhalten der Wiege 102.1 steuert. Ebenso ist kein Mittenportal für die Anbindung der Wagenkästen erforderlich.Due to the design according to the invention with the connection of the first car body 103 via the slewing ring 105 to the bogie 102 and the separate connection of the two car bodies 103, 104 via the ball joint 106, the advantage is achieved that clear kinematic conditions for the connection to the without Bogie 102 result. In contrast to conventional vehicles, which have, for example, a two-stage turntable, no separate device is required which controls the pitching behavior of the cradle 102.1. Likewise, no central portal is required to connect the car bodies.

Im Folgenden wird unter Bezugnahme auf Figur 4 ein nicht erfindungsgemäßes Fahrzeug 201 beschrieben. Die Figur 4 zeigt dabei eine Ansicht des Fahrzeugs 201, die der Ansicht des Fahrzeugs 101 aus Figur 3 entspricht. Das Fahrzeug 201 entspricht in seiner grundsätzlichen Gestaltung und Funktionsweise dem Fahrzeug 101, sodass lediglich auf die Unterschiede eingegangen werden soll. Dementsprechend sind in Figur 4 identische Bauteile mit denselben Bezugszeichen wie in den Figuren 1 bis 3 versehen, während ähnliche Bauteile mit um den Wert 100 erhöhten Bezugszeichen versehen sind.The following will refer to Figure 4 describes a vehicle 201 not according to the invention. The Figure 4 shows a view of the vehicle 201, the view of the vehicle 101 Figure 3 corresponds. The basic design and mode of operation of vehicle 201 correspond to vehicle 101, so that only the differences are to be dealt with. Accordingly, in Figure 4 identical components with the same reference numerals as in the Figures 1 to 3 provided, while similar components are provided with reference numerals increased by the value 100.

Der einzige Unterschied zu dem Fahrzeug 101 aus den Figuren 1 bis 3 besteht darin, dass bei dem Fahrzeug 201 die erste Gelenkeinrichtung als Drehzapfengelenk 205 gestaltet ist, dessen Drehzapfen 205.2 an dem ersten Träger 103.1 des ersten Wagenkastens 103 befestigt ist und in einer entsprechenden Ausnehmung in der Wiege 202.1 des Drehgestells 102 sitzt. Alle übrigen Komponenten des Fahrzeugs 201 sind identisch mit den Komponenten des Fahrzeugs 101, so dass diesbezüglich lediglich auf die obigen Ausführungen verwiesen wird.The only difference to the vehicle 101 from the Figures 1 to 3 consists in the fact that in the vehicle 201 the first joint device is designed as a pivot joint 205, the pivot 205.2 of which is attached to the first carrier 103.1 of the first car body 103 and is seated in a corresponding recess in the cradle 202.1 of the bogie 102. All other components of the vehicle 201 are identical to the components of the vehicle 101, so that reference is made only to the above statements in this regard.

Das Drehzapfengelenk 205 kann in herkömmlicher Weise gestaltet sein. Insbesondere kann es so gestaltet sein, wie dies in hinlänglicher Weise z. B. für Endfahrwerke bekannt ist. Gegebenenfalls kann der Drehzapfen identisch mit den übrigen Drehzapfen des Fahrzeugs 201 gestaltet sein, sodass in vorteilhafter Weise gegebenenfalls für die Anlenkung sämtlicher Drehgestelle des Fahrzeugs 201 identische Bauteile verwendet werden können.The pivot joint 205 can be designed in a conventional manner. In particular, it can be designed as this is done in an adequate manner, for. B. is known for final trolleys. If necessary, the pivot pin can be configured identically with the other pivot pins of the vehicle 201, so that, if appropriate, advantageously for the Articulation of all bogies of vehicle 201 identical components can be used.

Die vorliegende Erfindung wurde vorstehender ausschließlich Anhand von Beispielen beschrieben, bei denen Drehgestelle zum Einsatz kommen. Es versteht sich jedoch, dass sich die Erfindung auch im Zusammenhang mit beliebig anders gestalteten Fahrwerken verwenden lässt.The present invention has been described above solely using examples in which bogies are used. However, it goes without saying that the invention can also be used in connection with chassis of any other design.

Schließlich versteht es sich, dass die Erfindung in Verbindung mit beliebigen Fahrzeugen, insbesondere beliebigen Schienenfahrzeugen für beliebige Anwendungen im Nahverkehr, Fernverkehr, insbesondere im Hochgeschwindigkeitsverkehr, verwenden lässt.Finally, it goes without saying that the invention can be used in connection with any vehicles, in particular any rail vehicles for any applications in local traffic, long-distance traffic, in particular in high-speed traffic.

Claims (11)

  1. Vehicle, in particular a rail vehicle, with
    - a first wagon body (103)
    - a second wagon body (104) and
    - a running gear (102), wherein
    - said running gear (102) is arranged in the region of the mutually adjacent ends of the two wagon bodies (103, 104),
    - said first wagon body (103) and said second wagon body (104), in the region of their mutually adjacent ends, are pivotally connected at least about a pivot axis (106.1) running in the direction of the height axis (101.2) of said vehicle (101; 201),
    - said first wagon body (103), via a first articulation device (105; 205), is pivotally connected to said running gear (102) about a first pivot axis (105.1) running in the direction of said height axis (101.2) of said vehicle (101; 201) and is supported on said running gear (102),
    - said second wagon body (104) being pivotally connected to said first wagon body (103) via a second articulation device (106) about a second pivot axis (106.1) running in the direction of said height axis (101.2) of said vehicle (101; 201), wherein
    - the connection of said wagon bodies (103, 104) is functionally separated from the connection of said running gear (102) to said first wagon body (103), in that said second wagon body (104) is supported on said first wagon body (103) via said second articulation device (106) and the structure of said first wagon body (103) introduces the supporting forces resulting from the support of said second wagon body (104) into said running gear (102) via said first articulation device (105),
    characterized in that
    - said first articulation device is configured in the manner of a slewing ring (105).
  2. Vehicle according to claim 1, characterized in that said first pivot axis (105.1) and said second pivot axis (106.1) are collinear with one another in the rest state of said vehicle (101).
  3. Vehicle according to claim 1 or 2, characterized in that said second articulation device (106) is arranged above said first articulation device (105) in the direction of said vehicle height axis (101.2).
  4. Vehicle according to any one of the preceding claims, characterized in that said second articulation device (106) is configured in such a way that it permits a rolling motion between said first wagon body (103) and said second wagon body (104) about a rolling axis parallel to said vehicle longitudinal axis (101.1).
  5. Vehicle according to claim 4, characterized in that said second articulation device (106) is constructed in the manner of a ball joint.
  6. Vehicle according to claim 5, characterized in that said second articulation device (106) comprises a spherical projection (106.1) arranged on one of said two wagon bodies (103, 104), which projection is seated in an associated spherical joint socket (106.2) which is fixed to the other one of said two wagon bodies (103, 104).
  7. Vehicle according to claim 6, characterized in that said spherical projection (106.1) is arranged on said second wagon body (104).
  8. Vehicle according to any of the preceding claims, characterized in that
    - the two wagon bodies (103, 104) are connected via a connecting device (107) acting in the direction of the vehicle transverse axis (101.3), wherein
    - said connecting device (107) is spaced apart from said second articulation device (106) in the direction of said vehicle height axis (101.2).
  9. Vehicle according to claim 8, characterized in that said connecting device (107) comprises a damping device (107.3) acting in the direction of said vehicle transverse axis (101.3).
  10. Vehicle according to any of the preceding claims, characterized in that said running gear (102) is configured in the manner of a bogie.
  11. Vehicle according to claim 10, characterized in that
    - said bogie (102) has a cradle (102.1) supported on a bogie frame (102.3) via a secondary suspension (102.2) and
    - said first articulation device (105) is fixed to said cradle (102.1).
EP08760529.1A 2007-06-12 2008-06-05 Vehicle with railcar bodies connected in an articulated manner Active EP2167362B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007027592A DE102007027592A1 (en) 2007-06-12 2007-06-12 Vehicle with articulated car bodies
PCT/EP2008/056950 WO2008151976A1 (en) 2007-06-12 2008-06-05 Vehicle with railcar bodies connected in an articulated manner

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EP2167362A1 EP2167362A1 (en) 2010-03-31
EP2167362B1 true EP2167362B1 (en) 2020-03-11

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DE (1) DE102007027592A1 (en)
ES (1) ES2787228T3 (en)
WO (1) WO2008151976A1 (en)

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WO2008151976A1 (en) 2008-12-18
DE102007027592A1 (en) 2008-12-18
EP2167362A1 (en) 2010-03-31
ES2787228T3 (en) 2020-10-15

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