EP2500234B1 - Device in the roof area of two vehicle sections with a jointed connection for limiting the angle of the vehicle sections relative to each other - Google Patents

Description

The invention relates to a roof area of two articulated vehicle parts with device arranged therein for limiting the pitching motion of the vehicle parts relative to each other, in particular a rail vehicle, wherein the device comprises two carriers, wherein in each case a carrier is arranged in the roof region of a respective vehicle part, wherein between the carriers a coupling arm is arranged, wherein the coupling arm is fixed to each carrier by a pivot bearing with a vertical axis.

Articulated joints between connected vehicle parts are well known. Thus, it is known in particular that the lower joint bearing must absorb all forces that occur both in the radial and in the axial direction. That is, this lower pivot bearing is used to transmit such forces as they do when cornering, as well as the pushing and pulling forces when braking or pulling such an articulated vehicle.

However, articulated vehicles also experience a variety of force effects that result in a likewise high number of relative movements of the vehicle parts to each other. So here are the effects of movement, as occurs when such a vehicle drives around a curve, but also movements of the vehicle parts relative to each other when such a vehicle drives through a bump or over a knoll. In addition to such pitching movements, so-called rolling movements of the vehicle parts also occur relative to one another when the vehicle parts are rotated about their longitudinal axis relative to one another.

In addition, it must be ensured that, especially in the case of rail vehicles, the envelope of the vehicle remains relatively small. Envelope is understood to mean the total radial space required by the vehicle during the occurrence of the driving movements of the vehicle. In particular, extreme rolling movements of the vehicle parts relative to each other thus cause a large envelope. Such a large envelope is undesirable insofar as then much more space for the vehicle must be provided by rail. The provision of a large space for the driving movement of the vehicle is correspondingly expensive, which is particularly noticeable in the construction of subways.

In order to avoid rolling movements of the vehicle parts relative to each other, without special measures must be taken to the vehicle parts themselves, is from the EP 0 983 931 B1 a arranged in the area of the ceiling in the manner of a hinge band trained scissors rack known, wherein the ends of the hinge band are pivotally connected to the one or the other vehicle. The arrangement of the scissor frame transversely to the longitudinal axis of the vehicle ensures that rolling movements are avoided, however, pitching movements are possible.

However, now multi-unit, especially rail-bound articulated vehicles are known, with only individual vehicle parts have a bogie. That is, for example, in a 5-unit vehicle, the front, rear and center vehicle parts each have a bogie. The two intermediate vehicle parts are formed as litters, and are supported by the adjacent vehicle parts with the respective bogie. Such vehicles must be substantially rigidly interconnected to prevent collapse. However, a plurality of such vehicle parts are still connected to each other so that pitching movements between the vehicle parts are possible, otherwise driving through depressions or driving over hills would not be possible.

In this context is from the EP 1 038 761 B1 known, in the ceiling area of two articulated vehicle parts a To arrange hinge, wherein on the one vehicle part, an arm is provided, the end of which is rotatably detectable by a claw. The claw has two arm arms arranged at an angle to each other for connection to the other vehicle part. It is essential here that the two points of articulation, that is to say both the joint in the roof area and the joint in the floor area, lie directly above one another in alignment. In this respect, it is further provided that the two link arms are adjustable in their length. By a compound according to the prior art according to the aforementioned EP 1 038 761 B1 is in connection with a ball joint arranged on the ground between two articulated vehicle parts, wherein the ball joint allows three degrees of freedom for the rotational movement, but locked in the Z direction, ensures that such vehicle parts do not allow a pitching motion relative to each other. Rolling movements are also essentially not permitted by means of this device. Rather, it is assumed that the vehicle parts and the bodies are so elastic that they absorb the occurring roll and pitching movements.

As already explained at the beginning, movements between the vehicle parts should be substantially excluded in rail-bound vehicles, which are formed in the above manner. In the meantime, however, it has been recognized that for reasons of stability, the body of such a vehicle part must be made relatively stiff. If the body of the vehicle parts is so stiff, and especially when such a vehicle part is loaded to the limit, so the springs are on block and rolling movements can not be absorbed by the body itself, then that the rolling movements are transmitted to the bogie , In particular, in such unfavorable situations then there is the danger that the wheel sets of the bogie be relieved on one side, with the risk of derailment of the vehicle or vehicle parts. This danger exists even more so if the rails or even the rail bed is heavily worn, so if, for example, the rails on both sides mutually different high, so that then such a train must absorb twisting from the track bed. In particular, in the previously mentioned rail trains, in which the vehicle parts at the front and at the rear end have a bogie, the central vehicle part also has a bogie, and between the bogie having vehicle parts each a litter part is arranged, then there is a risk that one of the flanges is lifted from the rails. It has already been stated elsewhere that it has previously been assumed that rolling motions can be absorbed by the body of the rail vehicle. In particular, with track beds that are heavily worn, it has also been found that even if the trains do not derail, the bodies damage due to the strong torsional forces acting damage or be "soft" in a short time.

In this context is from the DE 10 2004 014 903 A1 known to provide between the vehicle parts of a rail vehicle in the ceiling area a device that limits rolling movements allows. From the DE 10 343 536 A1 is also a device for limiting the rolling motion between two vehicle parts known.

In detail, such a device arranged in the ceiling area comprises an arm for connecting the two vehicle parts with each other, wherein the arm is receivable by a respective vertical axis pivotally from the vehicle parts, with a limited roll motion is allowed. The disadvantage here, however, is that the limitation of the rolling motion begins abruptly.

From the DE 10 2006 013 404 B4 Another device for limiting the rolling motion between vehicle parts of a rail vehicle is known, which has proven to be quite useful in practice in practice, however, is relatively complicated in construction and thus relatively expensive.

The object underlying the invention is therefore to provide a device for limiting the pitching motion of the vehicle parts relative to each other, starting from a vehicle in the roof area of two articulated vehicle parts of a rail vehicle there; Such a device should be relatively simple and thus inexpensive to design, without any restrictions in terms of functionality are to be feared.

The device for limiting the pitching movement comprises two carriers, wherein in each case a carrier is arranged in the roof region of each vehicle part, wherein between the carriers a coupling arm is arranged, wherein the dome arm on each carrier a pivot bearing is mounted with a vertical axis, wherein at least one carrier is movably mounted in the direction of the vehicle longitudinal axis on the vehicle. The dome arm is rigid and connects the two vehicle parts by the carrier in the roof area. It transmits both tensile and compressive forces during pitching movements.

The design ensures that, depending on the local conditions of the rail path, pitching movements between the vehicle parts are permitted. This is especially true when the track is extremely uneven, since then the body parts, if you would not allow such pitching would be permanently damaged especially when subjected to their yield strength. In this context, for example, be provided that the carrier is movably guided by at least one rail in the direction of the vehicle longitudinal axis to give the vehicle the ability without deformation of the body and such Nick movements, as they occur when sinks or crests are passed through or over, give way.

Advantageously, the carrier is movably supported on the at least one rail resiliently supported. That is, the limitation of pitching does not abruptly so far. However, a limitation of the pitching motion is still advantageously provided. A stress going beyond the permitted pitching motion is then absorbed by the bodywork of the vehicle parts.

Depending on the track, it may also be necessary to allow rolling movements limited. In this respect, according to a further feature of the invention, at least one pivot bearing of the dome arm is designed as a spherical bearing. Furthermore, it is advantageous for limiting the rolling movement between the carriers arranged tension element is provided, wherein the tension element is held on each support by a bearing block, wherein the distance between the bearing blocks to each other is less than the distance of the pivot bearing for receiving the dome arm, wherein the tension element at least a separate spring element, wherein the bearing block forms the stop for the spring element. In this context, it is recalled that on the one hand the bearing blocks, between which the tension element is mounted, have a distance from each other, and on the other hand, the pivot bearing for receiving the dome arm. The size of the difference of the distances determines when the limitation of the rolling motion begins or how high the degree of the permitted rolling motion is. If such a difference does not exist, no limitation of the rolling motion would take place.

The tension element connects the two vehicle parts. If the two vehicle parts subjected to a rolling motion, then the tension element is subjected to train. Without admission with a Rolling motion is the tension element force-free. Such a tensile stress, the tension element is able to yield to a limited extent, namely yield resiliently, wherein the spring element is subjected to pressure. However, the spring element in the course of its deformation is getting stiffer, which is why from a certain value, a limitation of the rolling motion begins. In this respect, then the spring element is on block and thus also the tension element indirectly to the bearing block acting as a stop. Forces that occur due to further torsion of the vehicle parts must then be applied through the bodywork of the vehicle parts.

Further features and preferred embodiments of the invention will become apparent from the dependent claims.

The spring element is according to an embodiment with play in the longitudinal direction of the tension element on the bearing block. It follows that the onset of rolling motion initially no resistance is opposed. This starts only at larger roll angles.

According to a special feature, it is provided that the tension element is designed as a rod. When rolling the vehicle parts are rotated against each other. That is, the vehicle parts are subjected to torsion, as already mentioned. In order to prevent now that the rod bends at such a torsional stress, it is provided that the traction element designed as a rod is pivotally mounted by at least one spherical bearing in the one bearing block. Preferably, however, it is provided that each bearing block such a spherical bearing in the form of z. B. a spherical cap to allow the guided by the spherical bearing in the bearing blocks rod all degrees of freedom in the occurrence of rolling movements.

The tension element is located locally above the dome arm hinged to the carriers. It has already been pointed out that in the floor area the vehicle parts are connected to each other by a joint, the so-called vehicle joint, wherein a ball joint as a vehicle joint on a rail vehicle permits rotational movements about three axes of rotation. In this context, it is provided according to a further feature of the invention that the first bearing block is in alignment with the first pivot bearing, and the first pivot bearing in alignment with the axis of rotation of the articulated connection between the two vehicles in the bottom area. This means that both the first bearing block and the first pivot bearing lie in alignment or in a plane with the axis of rotation, for example, with the ball joint. If both the first bearing block and the first pivot bearing in a plane with the axis of rotation of the pivot bearing, the rotational movement is not limited, d. H. the limitation of the rolling motion takes place without restriction during the rotational movement of the vehicles.

According to a further feature of the invention it is provided that the spring element is designed as an elastomeric pad. Such an elastomer cushion is extremely inexpensive and quite robust.

According to a further feature of the invention it is provided that in the region of the spring element, a stop member is provided, which may be formed as a pot in which the spring element, ie in particular the elastomeric pad is mounted. Here, the edge of the pot wall in the neutral state of the vehicles to each other at a distance from the bearing block. Thus, when the pot rests against the bearing block, the rolling motion is reduced to zero after a resilient phase.

According to a further feature of the invention can be provided to form the tension member as a one-dimensional, limp continuum as a rope or as a chain. In this case, the spherical bearings in the pedestals are unnecessary.

Fig. 1

zeigt schematisch ein aus mehreren Teilen bestehendes Schienenfahrzeug;

Fig. 2

zeigt die Vorrichtung zur Begrenzung der Wankbewegung in einer ersten Ausführungsform;

Fig. 3

zeigt eine Darstellung gemäß Fig. 2 in perspektivischer Darstellung;

Fig. 4

zeigt eine Ausführungsform gemäß der Fig. 2, bei der der eine Träger auf Schienen verschieblich auf dem Dach des Fahrzeugteils angeordnet ist;

Fig. 5

zeigt eine perspektivische Darstellung gemäß Fig. 4.

With reference to the drawings, the invention will be explained in more detail by way of example.

Fig. 1

shows schematically a multi-part rail vehicle;

Fig. 2

shows the device for limiting the rolling motion in a first embodiment;

Fig. 3

shows a representation according to Fig. 2 in perspective view;

Fig. 4

shows an embodiment according to the Fig. 2 in which the one carrier is slidably mounted on rails on the roof of the vehicle part;

Fig. 5

shows a perspective view according to Fig. 4 ,

The designated with 1 rail vehicle consists of five vehicle parts 2, 3, 4, 5 and 6. The vehicle parts 2, 4 and 6 each have a bogie, whereas the vehicle parts 3 and 5 are formed as sedan chairs. The lower vehicle parts are connected by an articulated connection z. B. coupled by a ball joint 8 with each other, which allows a movement by three degrees of freedom. In severely worn railways, it may happen that when the individual vehicle parts of the rail vehicle 1 are substantially rigidly connected to each other, that then preferably a wheel flange of the middle bogie so that of the vehicle part 4 is lifted from the rails.

To prevent this, the device according to the invention serves to limit the rolling and pitching movements. In the presentation according to Fig. 2 the two vehicle parts are denoted by 4 and 5. On the roof of the two vehicle parts is in each case a designated 10 and 20 carrier. The carrier 10, 20 is Z-shaped in side view, wherein the one leg 11, 21 rests on the roof of the vehicle part 4, 5. The legs 12, 22 of the respective carrier forms, in conjunction with the bracket 13, 23, a first console 14, 24 for receiving the bearing block 15, 25. The two bearing blocks 15, 25 are connected by the rod-shaped tension member 30 with each other, wherein the pivotally receiving of the rod-shaped pulling element 30, the bearing blocks 15, 25 each have a spherical bearing 17, 27 have. The bearing block 25 also serves as a stop for the designated 33 spring element, which is designed as an elastomeric pad. The spring element 33 is mounted in a pot 35 which is fixed on the rod 30. The spherical bearing 27 shows a conical pressure piece 27 a, which rests in the pot 35 on the spring element 33. That is, when the rolling motion begins, the spring element, in the present case the elastomeric pad, is compressed in the pot. The pot 35 thus accommodates the elastomeric pad with radial clearance to allow compression of the elastomeric pad along the rod. At the latest when the pot abuts against the bearing block 25, a further rolling motion over the device for limiting the rolling motion is no longer possible.

The carrier 10, 20 also shows a further bracket 18, 28 to form another console 19, 29, with the bracket 13, 23, for receiving a pivot bearing 19a, 29a for the dome arm 40th Das Pivot bearing 19a, 29a is formed in particular as a spherical bearing to allow the dome arm 40, the corresponding movement in the occurrence of rolling, pitching and rotating movements. In this context, it should be noted that the dome arm 40 is rigid in itself, and the limitation of the rolling movement therefore occurs because the distance between the bearing blocks 15, 25 is less than that between the pivot bearings 19 a, 29 a. The vehicle parts are connected by a ball joint 8. The first pivot bearing 19a and the spherical bearing in the bearing block 15 lie in a plane with the axis of rotation 9 of the ball joint 8. Insofar there is no limitation of the rotational movement.

In the embodiment according to the FIGS. 4 and 5 the carrier 20 is movably mounted on a rail assembly 50 in the direction of the double arrow 60, wherein the rail assembly is located on the roof of the vehicle. This makes it possible to allow pitching movements of the vehicle parts 4, 5 relative to each other. The rail assembly 50 is, as in the view of Fig. 5 resulting from two parallel, arranged on the roof of the vehicle rails 55, wherein the carrier 20 has corresponding guides 20a, to allow the corresponding movement in the direction of the vehicle longitudinal axis. On the rails springs 56 are arranged so as not to abruptly limit the pitching motion. The springs 56 are preferably on both sides of the carrier 20 on the rails to allow a smooth insertion of the pitch limitation both when driving through depressions and when driving over hills.

LIST OF REFERENCE NUMBERS

1

track vehicle

2

vehicle part

3

vehicle part

4

vehicle part

5

vehicle part

6

vehicle part

8th

Ball joint (vehicle joint)

9

axis of rotation

10

carrier

11

leg

12

leg

13

cantilever

14

console

15

bearing block

17

spherical bearing

18

cantilever

19

console

19a

pivot bearing

20

carrier

20a

guides

21

leg

22

leg

23

cantilever

24

console

25

bearing block

27

spherical bearing (spherical cap)

27a

Pressure piece on the spherical bearing

28

cantilever

29

console

29a

pivot bearing

30

tension element

33

spring element

35

pot

40

coupling arm

50

rail arrangement

55

rails

56

Feathers on the rails

60

double arrow

Claims (18)

1. A roof area of two articulately connected vehicle parts (2-6) with a device disposed therein for limiting the pitch movement of the vehicle parts relative to each other, wherein the device comprises two supports (10, 20), wherein respectively one support is disposed in the roof area of respectively one vehicle part, wherein a coupling arm (40) is disposed between the supports, wherein the coupling arm (40) is fastened to each support by way of a pivot bearing (19a, 29a) with a vertical axis,
   characterized in that
   at least one support (10, 20) is mounted on the vehicle part so that it is movable in the direction of the longitudinal axis of the vehicle.
2. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to claim 1,
   characterized in that
   the support (10, 20) is guided by at least one rail (55) so that it is movable in the direction of the longitudinal axis of the vehicle.
3. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the afore-mentioned claims,
   characterized in that
   the support (10, 20) is moveably mounted on the at least one rail (55) in a resiliently supported manner.
4. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the afore-mentioned claims,
   characterized in that
   the displacement of the support (10, 20) on the at least one rail (55) is limitable.
5. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the afore-mentioned claims,
   characterized in that
   at least one pivot bearing (19a, 29a) is configured as a spherical bearing.
6. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to claim 5,
   characterized in that
   in order to limit the rolling movement, a traction element (30) is disposed between the supports, wherein the traction element (30) is held on each support by a bearing bracket (15, 25), wherein the distance between the bearing brackets (15, 25) is smaller than the distance between the pivot bearings (19a, 29a) for receiving the coupling arm (40).
7. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to claim 6,
   characterized in that
   the traction element (30) has at least one spring element (33), which may be pressed against a limit-stop during a rolling motion of the vehicle parts relative to each other.
8. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to claim 7,
   characterized in that
   the bearing bracket (15, 25) forms the limit-stop for the spring element (33).
9. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 8,
   characterized in that
   the traction element (30) is configured as a rod.
10. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 9,
    characterized in that
    the traction element (30) configured as a rod is pivotably mounted in the one bearing bracket (15, 25) by way of at least one spherical bearing (17, 27).
11. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 10,
    characterized in that
    in a local view, the traction element (30) is fastened to the support (10, 20) so that it runs above the coupling arm (40).
12. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 11,
    characterized in that
    the one first bearing bracket (15, 25) is aligned with the one first pivot bearing (19a).
13. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 12,
    characterized in that
    at least one bearing bracket (15, 25) is receivable by the support (10, 20).
14. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 13,
    characterized in that
    the one first pivot bearing (19a) is aligned with the rotational axis (9) of the articulated connection (8) between the two vehicles.
15. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 14,
    characterized in that
    the spring element (33) is configured as an elastomeric pad.
16. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 15,
    characterized in that
    a stop member (35) is provided in the area of the spring element (33) as a limit-stop for the traction element (30).
17. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to claim 16,
    characterized in that
    the stop member (10) is configured in the manner of a pot, which receives the spring element (33), wherein the edge of the pot wall features a gap relative to the bearing bracket (25) in the neutral position of the vehicle parts relative to each other.
18. The roof area of two articulately connected vehicle parts (2-6) with a device disposed therein according to one of the claims 6 to 17,
    characterized in that
    the traction element (30) is configured as a one-dimensional, flexible continuum, e.g. as a rope.

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