EP2167362B1 - Véhicule à caisses articulées - Google Patents

Véhicule à caisses articulées 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
Authority
EP
European Patent Office
Prior art keywords
vehicle
wagon body
axis
articulation device
wagon
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.)
Active
Application number
EP08760529.1A
Other languages
German (de)
English (en)
Other versions
EP2167362A1 (fr
Inventor
Bernd Müller
Rainer Kochte
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
Publication of EP2167362A1 publication Critical patent/EP2167362A1/fr
Application granted granted Critical
Publication of EP2167362B1 publication Critical patent/EP2167362B1/fr
Active 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
    • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Vehicle Body Suspensions (AREA)
  • Pivots And Pivotal Connections (AREA)

Claims (11)

  1. Véhicule, en particulier véhicule ferroviaire, avec
    - une première caisse de wagon (103)
    - une deuxième caisse de wagon (104) et
    - un train de roulement (102), dans lequel
    - le train de roulement (102) est disposé dans la région des extrémités mutuellement adjacentes des deux caisses de wagon (103, 104),
    - la première caisse de wagon (103) et la deuxième caisse de wagon (104), dans la région de leurs extrémités mutuellement adjacentes, sont reliées de façon pivotante au moins autour d'un axe de pivotement (106.1) s'étendant dans la direction de l'axe de hauteur (101.2) du véhicule (101; 201), et
    - la première caisse de wagon (103), via un premier dispositif d'articulation (105; 205), est reliée au train de roulement (102) de façon pivotante autour d'un premier axe de pivotement (105;) s'étendant dans la direction de l'axe de hauteur (101.2) du véhicule (101; 201) et est supportée sur le train de roulement (102),
    - la deuxième caisse de wagon (104), via un deuxième dispositif d'articulation (106), est reliée à la première caisse de wagon (103) de façon pivotante autour d'un deuxième axe de pivotement (106.1) s'étendant dans la direction de l'axe de hauteur (101.2) du véhicule (101; 201), dans lequel
    - la connexion des caisses de wagon (103, 104) est fonctionnellement séparée de la connexion du train de roulement (102) à la première caisse de wagon (103) en ce que la deuxième caisse de wagon (104) est supportée sur la première caisse de wagon (103) via le deuxième dispositif d'articulation (106) et la structure de la première caisse de wagon (103) introduit les forces d'appui résultant du support de la deuxième caisse de wagon (104) dans le train de roulement (102) via le premier dispositif d'articulation (105),
    caractérisé en ce que
    - le premier dispositif d'articulation est configuré de façon d'une couronne de pivotement (105).
  2. Véhicule selon la revendication 1, caractérisé en ce que le premier axe de pivotement (105.1) et le deuxième axe de pivotement (106.1) sont mutuellement colinéaires dans l'état de repos du véhicule (101).
  3. Véhicule selon la revendication 1 ou 2, caractérisé en ce que le deuxième dispositif d'articulation (106), dans la direction de l'axe de hauteur du véhicule (101.2), est disposé au-dessus du premier dispositif d'articulation (105).
  4. Véhicule selon l'une des revendications précédentes, caractérisé en ce que le deuxième dispositif d'articulation (106) est conçu de manière à permettre un mouvement de roulement entre la première caisse de wagon (103) et la deuxième caisse de wagon (104) autour d'un axe de roulement parallèle à l'axe longitudinal du véhicule (101.1).
  5. Véhicule selon la revendication 4, caractérisé en ce que le deuxième dispositif d'articulation (106) est conçu à la manière d'un joint de rotule.
  6. Véhicule selon la revendication 5, caractérisé en ce que le deuxième dispositif d'articulation (106) présente une saillie sphérique (106.1) qui est disposée sur l'une des deux caisses de wagon (103, 104) et qui est logée dans une douille d'articulation sphérique associée (106.2) qui est fixée à l'autre des deux caisses de wagon (103, 104).
  7. Véhicule selon la revendication 6, caractérisé en ce que la saillie sphérique (106.1) est disposée sur la deuxième caisse de wagon (104).
  8. Véhicule selon l'une des revendications précédentes, caractérisé en ce que
    - les deux caisses de wagon (103, 104) sont reliées via un dispositif de liaison (107) agissant en direction de l'axe transversal du véhicule (101.3), dans lequel
    - le dispositif de liaison (107), en direction de l'axe de hauteur du véhicule (101.2), est éloigné du deuxième dispositif d'articulation (106).
  9. Véhicule selon la revendication 8, caractérisé en ce que le dispositif de liaison (107) comprend un dispositif amortisseur (107.3) agissant en direction de l'axe transversal du véhicule (101.3).
  10. Véhicule selon l'une des revendications précédentes, caractérisé en ce que le train de roulement (102) est conçu à la manière d'un bogie.
  11. Véhicule selon la revendication 10, caractérisé en ce que
    - le bogie (102) comprend un berceau (102.1) supporté sur un cadre de bogie (102.3) via une suspension secondaire (102.2) et
    - le premier dispositif d'articulation (105) est reliée au berceau (102.1).
EP08760529.1A 2007-06-12 2008-06-05 Véhicule à caisses articulées Active EP2167362B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007027592A DE102007027592A1 (de) 2007-06-12 2007-06-12 Fahrzeug mit gelenkig verbundenen Wagenkästen
PCT/EP2008/056950 WO2008151976A1 (fr) 2007-06-12 2008-06-05 Véhicule à caisses articulées

Publications (2)

Publication Number Publication Date
EP2167362A1 EP2167362A1 (fr) 2010-03-31
EP2167362B1 true EP2167362B1 (fr) 2020-03-11

Family

ID=39671706

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08760529.1A Active EP2167362B1 (fr) 2007-06-12 2008-06-05 Véhicule à caisses articulées

Country Status (4)

Country Link
EP (1) EP2167362B1 (fr)
DE (1) DE102007027592A1 (fr)
ES (1) ES2787228T3 (fr)
WO (1) WO2008151976A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009017041B4 (de) * 2009-04-09 2014-11-20 Sigmund Geggerle Teilbares, zwei Wagenenden abstützendes Drehgestell für Schienenfahrzeuge
CN205034125U (zh) * 2015-07-24 2016-02-17 虎伯拉铰接系统（上海）有限公司 有轨车辆
CN107097805A (zh) * 2017-06-23 2017-08-29 成都运达创新科技集团有限公司 专用于跨座式单轨列车厢之间的连接装置
IT202000004174A1 (it) 2020-02-14 2021-08-14 Luigi Ventura Struttura innovativa per modulo di testata casse movibile
DE102021203059A1 (de) 2021-03-26 2022-09-29 Siemens Mobility GmbH Schienenfahrzeug mit Verbindungseinrichtung

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1105445B (de) * 1958-03-27 1961-04-27 Kloeckner Humboldt Deutz Ag Einstellvorrichtung fuer ein zwischen zwei Wagen angeordnetes, einem Durchgang dienendes Mittelportal, insbesondere fuer Eisenbahnpersonenwagen
CH444903A (de) * 1966-08-22 1967-10-15 Schweiz Wagons Aufzuegefab Schienen-Gelenkfahrzeug
DE2030481A1 (fr) * 1970-06-20 1971-12-30
US5105955A (en) * 1990-05-08 1992-04-21 Westinghouse Air Brake Company Spherical connector apparatus in an articulated slackless-type coupler arrangement used in a railway application
CA2120314C (fr) * 1993-12-13 1999-05-04 David W. Daugherty, Jr. Dispositif de lubrification pour joint articule
US5520295A (en) * 1994-07-18 1996-05-28 Hansen Inc. Articulated rail car connector
DE10136462A1 (de) 2001-07-26 2003-02-13 Siemens Ag Gelenkige Verbindungseinrichtung zwischen benachbarten Wagenkästen eines Schienenfahrzeuges, insbesondere für den Personenverkehr

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
DE102007027592A1 (de) 2008-12-18
WO2008151976A1 (fr) 2008-12-18
EP2167362A1 (fr) 2010-03-31
ES2787228T3 (es) 2020-10-15

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