EP2598391B1 - Multi-part rail vehicle having at least two coach bodies connected by means of a double articulation joint - Google Patents

Multi-part rail vehicle having at least two coach bodies connected by means of a double articulation joint Download PDF

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Publication number
EP2598391B1
EP2598391B1 EP11757306.3A EP11757306A EP2598391B1 EP 2598391 B1 EP2598391 B1 EP 2598391B1 EP 11757306 A EP11757306 A EP 11757306A EP 2598391 B1 EP2598391 B1 EP 2598391B1
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EP
European Patent Office
Prior art keywords
joint
rail vehicle
vehicle according
double joint
double
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EP11757306.3A
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German (de)
French (fr)
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EP2598391A1 (en
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Wolfgang-Dieter Richter
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a multipart rail vehicle with at least two car bodies, which are supported on respective centrally arranged trolleys and connected to each other via a double joint with a connecting rod.
  • the invention has the object, in the multi-part rail vehicle mentioned above, in particular in its operation with complex routing and missing transition bows to specify a weight and clearance sparing articulation.
  • a first joint of the double joint allows movement of the connecting rod of the double joint in three spatial directions and a second joint of the double joint movement of the connecting rod exclusively in a horizontal plane.
  • the second joint which allows only the movement in the horizontal plane, provides for the reduction of the otherwise resulting pitch movement between the two car bodies.
  • the joint may be elastic.
  • it may also be designed to be rotatable, with particular reference being made to the embodiment as a roller bearing.
  • This rolling bearing can be advantageously designed as a prestressed cross roller bearing.
  • one of the joints of the double joint is dimensioned such that it can transmit vertical load differences between the at least two car chests. Such loads or the resulting moments are absorbed in the area of a headgear, where otherwise the loads a firmly bolted single joint bracket must be included.
  • both joints of this double joint allow movement of a connecting rod of the additional double joint in all directions.
  • This double joint supports the effect of the above-described double joint in the underframe area between the car bodies in the sense that occurring pitch movements are reduced.
  • the rail vehicle has at least three car bodies, articulations of both ends of the middle car body can be connected by a kinematic transmission in the roof area such that the middle car body always assumes a bisecting position between the two adjacent car bodies in a vertical plane.
  • the use of such a kinematic gearbox is particularly useful if special Kuppen-sink requirements exist.
  • the second hinge may have means for holding the connecting rod in a central position. In this way, a buckling behavior of the rail vehicle is limited under the action of a longitudinal compressive force.
  • the means may be formed by discrete elastic or mechanical elements.
  • a spring-biased pressure roller in the second joint which engages in a receptacle of a cam can be called.
  • the spring can be variable in length adjustable or controlled.
  • the connecting rod of the double joint may have an integrated shock-absorbing element for energy consumption.
  • the first joint which may be designed as a universal joint, may - also for centering the connecting rod - have a Reibwindhemmung. This also has the purpose of reducing buckling of the rail vehicle when subjected to longitudinal compressive forces.
  • the first joint may have an elastomer element for creating a spring travel in the longitudinal direction of the rail vehicle.
  • the Reibwindhemmung acts only when due to longitudinal compressive forces, the elastomeric element is compressed in such a way that the maximum possible spring travel is passed.
  • At least one joint of the additional double joint in the roof area may have an integrated Reibwindhemmung, preferably both.
  • the at least one joint of the additional double joint of the roof area can have an elastomer element for creating a spring travel in the longitudinal direction of the rail vehicle.
  • FIG. 1 shows the formation of a double joint DG1, which creates a nicksteifen joint connection between two car bodies W1, W2.
  • Each car body W1, W2 is centered on a single chassis.
  • the double joint DG1 has a connecting rod V1 between two joints G1, G2.
  • the joint G1 allows movement of the connecting rod V1 in all three spatial directions and can be designed for example as a universal joint.
  • the joint G2 allows movement of the connecting rod V1 exclusively in a horizontal plane.
  • the connecting rod V1 has a shock-absorbing element (not shown).
  • FIG. 1 shows the double joint DG1 in a straight line
  • FIG. 2 the double joint DG1 at bow entry
  • FIG. 3 within a bow
  • FIG. 4 within a s-bow.
  • the joints G1, G2 of the double joint D are transversely displaceable in a horizontal plane to each other.
  • the one-dimensional joint G2 can be designed as an elastic joint.
  • a training as a rolling bearing is possible.
  • the rolling bearing may be formed in particular as a prestressed cross roller bearing.
  • the double joint element DG1 is dimensioned so that between the car bodies W1, W2 vertical loads and resulting moments can be recorded.
  • FIG. 5 is the structure of the double joint of the FIGS. 1 to 4 more in detail.
  • the three-dimensional joint G1 an elastomeric element E, which is compressible by application of longitudinal compressive forces.
  • a Reibwindhemmung R is provided, which adjoins the interposition of a gap to the next inner element of the joint G1.
  • the gap S is overcome in the occurrence of longitudinal compressive forces under deformation of the elastic element E, so that the Reibepasshemmung, which is present as a bowl-shaped element, comes into contact with the next inner element of the joint G1, so that in this area frictional forces in a buckling of the rail vehicle occur.
  • the joint G2 shows in its interior a pressure roller D, which engages in a receptacle on the inside of a cam K. In this way, the connecting rod V is held in a central position.
  • the pressure roller D which is biased by means of a spring F overcome a resistance, the resulting from the increasing thickness of the cam in the edge region of the recess A.
  • the spring F can be adjustable in its length or controlled, so that the spring force exerted by it is variable.
  • FIG. 6 shows an alternative embodiment of the joint G2 with respect to the centering of the connecting rod V.
  • the biased by a spring F pressure roller D is off FIG. 5 replaced by an elastic pressure roller D, which in turn engages in a recess A of a cam K.
  • the elastic pressure roller D generates a restoring force for the connecting rod V in order to keep it, as far as possible, in its central position.
  • FIG. 7 illustrates a three-car rail vehicle, the car bodies W1, W2 are connected to each other by means of the above-described double joint DG1.
  • the double joint DG1 is also between the car bodies W1 and W3, so that the car body W1 forms the middle car body, at the two ends of which joints of the type G1 are provided.
  • the joints G1 correspond to hinges of the type G2 at the opposite ends of the car bodies W2, W3.
  • an additional double joint DG2 is provided in the roof area between the car bodies W1 and W3, which is a twistable double joint with two spatially movable bearings of the type G1.
  • the double joint DG1 between the middle and the right car body W1, W2 is basically nickways, but a pitching motion is reduced by the uniaxiality of the joint G2.
  • FIG. 8 is the training of the additional double joint DG2 in the roof area between the car bodies W1 and W3 in FIG. 7 closer.
  • Both joints G1 are designed as cardan joints and equipped with elastomeric elements and integrated Reibwindhemmung. They correspond in their structure to the basis of FIG. 5 explained joint G1 of the double joint DG1 in the underframe area of the rail vehicle.
  • FIG. 9 shows an application of the double joint D in a three-piece rail vehicle other than in FIG. 7 ,
  • the only difference to the rail vehicle of FIG. 7 is that in the frame area between the car body W1 and a car body W4 a single joint G3 is provided.
  • Rail vehicle shown has a nicksteifen joint connection.
  • FIG. 10 shows an application of the double joint DG1 in a five-piece rail vehicle.
  • the middle car body W2 is connected on one side via the double joint DG1 with the car body W1.
  • the car body W1 is as in FIG. 9 connected to the car body W4 in the underframe area via a single joint G3 and in the roof area via the additional double joint DG2.
  • the car body W2 is connected via a double joint DG3 of two joints of the type G1 with a car body W5, which in turn is coupled in the same manner as the car bodies W1 and W4 with a car body W6.
  • FIGS. 11 to 14 show various embodiments of multi-part rail vehicles, wherein in the roof area of three consecutive car bodies, a transmission GET is provided, which is favorable for special tip-drop requirements on the rail vehicle.
  • a transmission GET is provided in the roof area of three consecutive car bodies, which is favorable for special tip-drop requirements on the rail vehicle.
  • Kardan joints of type G1 are present, while the two outer car bodies of the group of three show on their the middle car body facing sides of the uniaxial joint of the type G2.
  • the group of three GR is connected to another car body via the double joint DG1, wherein on the side of the other car body, the uniaxial joint G2 is present.
  • the group of three GR is in the middle of the five-part rail vehicle.
  • the two outer car bodies are each connected via the double joint DG1 to the adjacent car bodies of the group, wherein the joint G2 is on the side of the outer car body and the joint G1 on the side of the adjacent car body of the group.
  • the gear GET has in all cases the task that the middle car body of the group of three GR always takes a bisecting position in a vertical plane / middle transverse plane to the two outer car bodies.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Description

Die Erfindung bezieht sich auf ein mehrteiliges Schienenfahrzeug mit wenigstens zwei Wagenkästen, die auf jeweils mittig angeordneten Fahrwerken abgestützt und über ein Doppelgelenk mit einer Verbindungsstange miteinander verbunden sind.The invention relates to a multipart rail vehicle with at least two car bodies, which are supported on respective centrally arranged trolleys and connected to each other via a double joint with a connecting rod.

Für Kurzgelenkwagen als Beispiel für ein mehrteiliges Schienefahrzeug und die daraus entwickelten Einzelgelenkwagen mit einer gerad- oder ungeradzahligen Anzahl an Wagenkästen ist es charakteristisch, dass jeder Wagenkasten auf einem eigenen Fahrwerk abgestützt ist. Die Gelenkverbindungen erfahren dadurch nur geringe vertikale Lasten, die konstant aus Asymmetrien der Ausrüstung oder stochastisch einer ungleichen Verteilung der Zuladung resultieren können.For articulated vehicles as an example of a multi-part rail vehicle and developed therefrom single articulated vehicles with a odd or even number of car bodies, it is characteristic that each car body is supported on its own chassis. As a result, the articulated joints experience only small vertical loads, which can constantly result from asymmetries of the equipment or stochastically an unequal distribution of the payload.

Bei Fahrt in einer Geraden oder in einem konstanten Bogen nehmen die Wagenkästen eine parallele bzw. tangentiale Stellung zum Gleis ein, das Fahrwerk ist gegenüber dem Wagenkasten nicht verdreht. Bei Befahrung von Radienänderungen, also auch bei der Einfahrt von einer Geraden in einen Bogen, wird eine Ausdrehbewegung des Fahrwerks erforderlich, wenn die benachbarten Wagenkästen in herkömmlicher Art über ein einfaches, räumliches bewegliches Gelenk miteinander verbunden sind. Die gegenseitige Beeinflussung der Wagenkästen setzt sich auch in einer längeren Kette von Wagenkastenmodulen fort, sobald der erste Wagenteil eine Richtungsänderung erfährt. Es ist daher üblich, nur zwei Wagenkastenmodule, sofern es die Trassierung mit entsprechenden Übergangsbögen gestattet, auch drei Module, über ein einfaches Gelenk miteinander zu verbinden. Größere Fahrzeuglängen werden dadurch erreicht, dass zwischen die Modulpaare oder ein Modulpaar und ein einzelnes Modul ein Doppelgelenk größerer Baulänge eingefügt wird. Dieses Doppelgelenk entkoppelt ähnlich einer Kupplung die Wagenkästen lateral und vertikal gegeneinander. Bei ungünstiger Trassierung ohne Übergangsbögen und bei kleinen vertikalen Ausrundungsradien müssen derartige Doppelgelenke auch zwischen allen benachbarten Wagenkästen eingesetzt werden.When driving in a straight line or in a constant arc the car bodies take a parallel or tangential position to the track, the chassis is not twisted relative to the car body. When driving radius changes, including when entering from a straight line in a bow, a Ausdrehbewegung the landing gear is required when the adjacent car bodies are connected in a conventional manner via a simple, spatial movable joint. The mutual influence of the car bodies is also continued in a longer chain of car body modules, as soon as the first car part undergoes a change in direction. It is therefore common to connect only two carbody modules, if it allows the routing with appropriate transition bows, and three modules, via a simple joint. Larger vehicle lengths are achieved by having between the module pairs or a module pair and a single module Double joint of greater length is inserted. Similar to a clutch, this double joint decouples the car bodies laterally and vertically against each other. In unfavorable routing without transition bows and small vertical radii of curvature such double joints must be used between all adjacent car bodies.

Da diese Doppelgelenke zwei Gelenkpunkte aufweist, die jeweils sämtliche Bewegungen einer zwischen ihnen befindlichen Verbindungsstange gestatten, resultiert die Aufgabenstellung, einzelne Wagenkastenmodule am Nicken um die Querachse zu hindern.Since these double joints have two points of articulation, which respectively allow all movements of a connecting rod located between them, the task results to prevent individual car body modules from nodding around the transverse axis.

Sobald in einer Wagenkastenkette ein einzelnes Modul über ein derartiges Doppelgelenk am Ende an- oder innerhalb der Kette über zwei Doppelgelenke eingebunden ist, muss der daraus resultierende Nickfreiheitsgrad kompensiert werden. Damit wird ein Kippen des Wagenkastens um die Y-Achse verhindert.Once in a carbody chain a single module on such a double joint at the end on or within the chain is integrated via two double joints, the resulting pitch degree of freedom must be compensated. This prevents tilting of the car body around the Y axis.

Bei ausreichendem Platz zwischen den Wagenkästen kann dieses durch ein Portal erfolgen, das über ein Gestänge winkelhalbierend geführt wird.With sufficient space between the car bodies, this can be done by a portal, which is guided bisectangle over a linkage.

Eine solche Lösung wird in der DE 42 13 948-A1 beschrieben. Alternativ dazu kann auch ein sog. Scherengelenk zum Einsatz gebracht werden, das ohne Zwischenschaltung eines Portals diese Funktion erfüllt und beispielsweise in der EP 20 840 47 A1 beschrieben ist.Such a solution will be in the DE 42 13 948-A1 described. Alternatively, a so-called scissors joint can be used, which fulfills this function without the interposition of a portal and, for example, in the EP 20 840 47 A1 is described.

Während für die zuerst genannten Lösung ein großer Bauraum beansprucht wird und das vorgesehene Portal, auch aufgrund der zusätzlich erforderlichen Wankstabilisierung, einen nicht unerheblichen Beitrag zum Fahrzeuggewicht leistet, hat die als Scherengelenk bezeichnete Lösung den Nachteil, dass im Untergestell auftretende Kräfte über den Wagenkasten in den Dachbereich umgeleitet werden. Damit wird auf einen entscheidenden Vorteil des Fahrzeugkonzepts, nämlich, dass im Gelenkbereich nur Längskräfte in relevanter Größenordnung auftreten, verzichtet und im Falle konsequenter Modulbauweise eine spürbare Gewichtserhöhung auch an den nicht betroffenen Stirnwänden verursacht. Dazu kommt der erhöhte Platzbedarf im Dachbereich, da nur bei ausreichender Bauhöhe der Gelenkelemente die dort auftretenden Kräfte und Momente in einer beherrschbaren Größenordnung bleiben.While a large space is required for the first-mentioned solution and the proposed portal, also due to the additional required roll stabilization, makes a significant contribution to vehicle weight, referred to as scissor hinge solution has the disadvantage that forces occurring in the undercarriage in the Roof area to be diverted. This is a decisive advantage of the vehicle concept, namely that in the Joint area only occur longitudinal forces of relevant magnitude, waived and caused in the case of consistent modular design, a noticeable increase in weight on the unaffected end walls. In addition, there is the increased space requirement in the roof area, since only with sufficient height of the joint elements, the forces and moments occurring there remain in a manageable order of magnitude.

Ausgehend hiervon liegt der Erfindung die Aufgabe zugrunde, bei dem eingangs genannten mehrteiligen Schienenfahrzeug, insbesondere bei dessen Betrieb bei komplexer Trassierung und fehlenden Übergangsbögen, eine gewichts- und Lichtraum sparende Gelenkverbindung anzugeben.Proceeding from this, the invention has the object, in the multi-part rail vehicle mentioned above, in particular in its operation with complex routing and missing transition bows to specify a weight and clearance sparing articulation.

Diese Aufgabe wird dadurch gelöst, dass ein erstes Gelenk des Doppelgelenks eine Bewegung der Verbindungsstange des Doppelgelenks in drei Raumrichtungen und ein zweites Gelenk des Doppelgelenks eine Bewegung der Verbindungsstange ausschließlich in einer Horizontalebene gestattet.This object is achieved in that a first joint of the double joint allows movement of the connecting rod of the double joint in three spatial directions and a second joint of the double joint movement of the connecting rod exclusively in a horizontal plane.

Dabei sorgt das zweite Gelenk, welches ausschließlich die Bewegung in der Horizontalebene erlaubt, für die Verminderung der sich sonst ergebenden Nickbewegung zwischen den beiden Wagenkästen.Here, the second joint, which allows only the movement in the horizontal plane, provides for the reduction of the otherwise resulting pitch movement between the two car bodies.

In einer ersten Ausführungsform kann das Gelenk elastisch ausgebildet sein. Alternativ kann es jedoch auch drehbar ausgebildet sein, wobei auf die Ausführungsform als Wälzlager besonders hinzuweisen ist. Dieses Wälzlager kann vorteilhafter Weise als vorgespanntes Kreuzrollenlager ausgebildet sein.In a first embodiment, the joint may be elastic. Alternatively, however, it may also be designed to be rotatable, with particular reference being made to the embodiment as a roller bearing. This rolling bearing can be advantageously designed as a prestressed cross roller bearing.

Bevorzugt ist eines der Gelenke des Doppelgelenks derart dimensioniert, dass es vertikale Lastunterschiede zwischen den wenigstens zwei Wagenkäsen übertragen kann. Solche Lasten oder die sich daraus ergebenden Momente werden im Bereich eines Kopfträgers aufgenommen, an dem ansonsten die Lasten einer fest angeschraubten Einzelgelenkkonsole aufgenommen werden müssen.Preferably, one of the joints of the double joint is dimensioned such that it can transmit vertical load differences between the at least two car chests. Such loads or the resulting moments are absorbed in the area of a headgear, where otherwise the loads a firmly bolted single joint bracket must be included.

Zwischen den wenigstens zwei Wagenkästen oder bei mindestens drei Wagenkästen diesen benachbart kann im Dachbereich ein zusätzliches Doppelgelenk vorgesehen sein, wobei beide Gelenke dieses Doppelgelenks eine Bewegung einer Verbindungsstange des zusätzlichen Doppelgelenks in allen Raumrichtungen gestatten. Dieses Doppelgelenk unterstützt die Wirkung des oben erläuterten Doppelgelenks im Untergestellbereich zwischen den Wagenkästen in der Hinsicht, dass auftretende Nickbewegungen vermindert werden.Between the at least two car bodies or in at least three car bodies adjacent thereto may be provided in the roof area an additional double joint, both joints of this double joint allow movement of a connecting rod of the additional double joint in all directions. This double joint supports the effect of the above-described double joint in the underframe area between the car bodies in the sense that occurring pitch movements are reduced.

Wenn das Schienenfahrzeug wenigstens drei Wagenkästen aufweist, können Gelenkverbindungen beider Enden des mittleren Wagenkastens derart durch ein kinematisches Getriebe im Dachbereich verbunden sein, dass der mittlere Wagenkasten stets in einer Vertikalebene eine winkelhalbierende Stellung zwischen den beiden benachbarten Wagenkästen einnimmt. Der Einsatz eines solchen kinematischen Getriebes kommt insbesondere dann zum Tragen, wenn besondere Kuppen-Senken-Anforderungen bestehen.If the rail vehicle has at least three car bodies, articulations of both ends of the middle car body can be connected by a kinematic transmission in the roof area such that the middle car body always assumes a bisecting position between the two adjacent car bodies in a vertical plane. The use of such a kinematic gearbox is particularly useful if special Kuppen-sink requirements exist.

Das zweite Gelenk kann Mittel zum Halten der Verbindungstange in einer zentralen Lage aufweisen. In dieser Weise wird ein Ausknickverhalten des Schienenfahrzeugs unter Einwirken einer Längsdruckkraft begrenzt.The second hinge may have means for holding the connecting rod in a central position. In this way, a buckling behavior of the rail vehicle is limited under the action of a longitudinal compressive force.

Die Mittel können von diskreten elastischen oder mechanischen Elementen gebildet sein. Als Beispiel für ein mechanisches Element kann eine mittels einer Feder vorgespannte Druckrolle in dem zweiten Gelenk, die in eine Aufnahme einer Kurvenscheibe eingreift, genannt werden. Dabei kann die Feder längenveränderlich einstellbar oder auch gesteuert sein.The means may be formed by discrete elastic or mechanical elements. As an example of a mechanical element, a spring-biased pressure roller in the second joint, which engages in a receptacle of a cam can be called. In this case, the spring can be variable in length adjustable or controlled.

Die Verbindungsstange des Doppelgelenks kann zum Energieverzehr ein integriertes Stoß-Verzehr-Element aufweisen.The connecting rod of the double joint may have an integrated shock-absorbing element for energy consumption.

Das erste Gelenk, das als Kardangelenk ausgeführt sein kann, kann - ebenfalls zum Zentrieren der Verbindungsstange - eine Reibdrehhemmung aufweisen. Dies hat ebenfalls den Zweck, ein Ausknicken des Schienenfahrzeugs bei Beaufschlagung mit Längsdruckkräften zu vermindern. Dabei kann das erste Gelenk ein Elastomerelement zum Schaffen eines Federweges in Längsrichtung des Schienenfahrzeugs aufweisen. In diesem Fall wirkt die Reibdrehhemmung erst dann, wenn aufgrund von Längsdruckkräften das Elastomerelement derart komprimiert ist, dass der maximal mögliche Federweg durchlaufen ist.The first joint, which may be designed as a universal joint, may - also for centering the connecting rod - have a Reibdrehhemmung. This also has the purpose of reducing buckling of the rail vehicle when subjected to longitudinal compressive forces. In this case, the first joint may have an elastomer element for creating a spring travel in the longitudinal direction of the rail vehicle. In this case, the Reibdrehhemmung acts only when due to longitudinal compressive forces, the elastomeric element is compressed in such a way that the maximum possible spring travel is passed.

Auch wenigstens ein Gelenk des zusätzlichen Doppelgelenks im Dachbereich kann eine integrierte Reibdrehhemmung aufweisen, bevorzugt beide. Auch in diesem Fall kann das wenigstens eine Gelenk des zusätzlichen Doppelgelenks des Dachbereichs ein Elastomerelement zum Schaffen eines Federwegs in Längsrichtung des Schienenfahrzeugs aufweisen.Also, at least one joint of the additional double joint in the roof area may have an integrated Reibdrehhemmung, preferably both. In this case too, the at least one joint of the additional double joint of the roof area can have an elastomer element for creating a spring travel in the longitudinal direction of the rail vehicle.

Ausführungsbeispiele der Erfindung werden nachfolgend unter Bezugnahme auf die Zeichnungen noch näher erläutert. Dabei sind funktionsgleiche Bauelemente mit denselben Bezugszeichen bezeichnet. Es zeigen:

Figur 1
eine schematische Ansicht eines Doppelgelenks in einer Geraden,
Figur 2
eine schematische Ansicht des Doppelgelenks von Figur 1 bei Bogeneinfahrt,
Figur 3
eine schematische Ansicht des Doppelgelenks von Figur 1 innerhalb eines Bogens,
Figur 4
eine schematische Ansicht des Doppelgelenks von Figur 1 in einem S-Bogen,
Figur 5
eine detailliertere schematische Darstellung des Doppelgelenks von Figur 1,
Figur 6
eine schematische Ansicht einer Ausführungsform für eines der Gelenke des Doppelgelenks von Figur 1,
Figur 7
eine perspektivische Ansicht eines dreiteiligen Schienenfahrzeugs,
Figur 8
eine schematische Ansicht einer Dachverbindung des Schienenfahrzeugs von Figur 7,
Figur 9
eine perspektivische Ansicht eines anderen dreiteiligen Schienenfahrzeugs,
Figur 10
eine perspektivische Ansicht eines fünfteiligen Schienenfahrzeugs,
Figur 11
eine perspektivische Ansicht eines weiteren dreiteiligen Schienenfahrzeugs,
Figur 12
eine perspektivische Ansicht eines vierteiligen Schienenfahrzeugs,
Figur 13
eine perspektivische Ansicht eines anderen fünfteiligen Schienenfahrzeugs,
Figur 14
eine perspektivische Ansicht eines sechsteiligen Schienenfahrzeugs.
Embodiments of the invention will be explained in more detail with reference to the drawings. In this case, functionally identical components are designated by the same reference numerals. Show it:
FIG. 1
a schematic view of a double joint in a straight line,
FIG. 2
a schematic view of the double joint of FIG. 1 at arch entrance,
FIG. 3
a schematic view of the double joint of FIG. 1 within a bow,
FIG. 4
a schematic view of the double joint of FIG. 1 in a s-bow,
FIG. 5
a more detailed schematic representation of the double joint of FIG. 1 .
FIG. 6
a schematic view of an embodiment for one of the joints of the double joint of FIG. 1 .
FIG. 7
a perspective view of a three-part rail vehicle,
FIG. 8
a schematic view of a roof connection of the rail vehicle of FIG. 7 .
FIG. 9
a perspective view of another three-part rail vehicle,
FIG. 10
a perspective view of a five-part rail vehicle,
FIG. 11
a perspective view of another three-piece rail vehicle,
FIG. 12
a perspective view of a four-part rail vehicle,
FIG. 13
a perspective view of another five-part rail vehicle,
FIG. 14
a perspective view of a six-piece rail vehicle.

Aus Figur 1 geht die Ausbildung eines Doppelgelenks DG1 hervor, welches einen nicksteifen Gelenkanschluss zwischen zwei Wagenkästen W1, W2 schafft. Jeder Wagenkasten W1, W2 steht mittig auf einem einzelnen Fahrwerk. Das Doppelgelenk DG1 weist eine Verbindungsstange V1 zwischen zwei Gelenken G1, G2 auf. Dabei gestattet das Gelenk G1 eine Bewegung der Verbindungsstange V1 in sämtlichen drei Raumrichtungen und kann beispielsweise als Kardangelenk ausgeführt sein. Demgegenüber gestattet das Gelenk G2 eine Bewegung der Verbindungsstange V1 ausschließlich in einer Horizontalebene.Out FIG. 1 shows the formation of a double joint DG1, which creates a nicksteifen joint connection between two car bodies W1, W2. Each car body W1, W2 is centered on a single chassis. The double joint DG1 has a connecting rod V1 between two joints G1, G2. In this case, the joint G1 allows movement of the connecting rod V1 in all three spatial directions and can be designed for example as a universal joint. In contrast, the joint G2 allows movement of the connecting rod V1 exclusively in a horizontal plane.

Dies bewirkt eine Nicksteife des Gelenkanschlusses zwischen den beiden Wagenkästen W1, W2. Die Verbindungsstange V1 weist ein (nicht dargestelltes) Stoßverzehrelement auf.This causes a pitch stiffness of the joint connection between the two car bodies W1, W2. The connecting rod V1 has a shock-absorbing element (not shown).

Während Figur 1 das Doppelgelenk DG1 in einer Geraden zeigt, veranschaulicht Figur 2 das Doppelgelenk DG1 bei Bogeneinfahrt, Figur 3 innerhalb eines Bogens und Figur 4 innerhalb eines S-Bogens. Aus den Figuren 2 bis 4 geht deutlich hervor, dass die Gelenke G1, G2 des Doppelgelenks D in einer Horizontalebene quer verschieblich zueinander sind. Dabei kann das eindimensionale Gelenk G2 als elastisches Gelenk ausgebildet sein. Auch eine Ausbildung als Wälzlager ist möglich. Dabei kann das Wälzlager insbesondere als vorgespanntes Kreuzrollenlager ausgebildet sein. Das Doppelgelenkelement DG1 ist so dimensioniert, dass zwischen den Wagenkästen W1, W2 vertikale Lasten und daraus resultierende Momente aufgenommen werden können.While FIG. 1 shows the double joint DG1 in a straight line, illustrated FIG. 2 the double joint DG1 at bow entry, FIG. 3 within a bow and FIG. 4 within a s-bow. From the FIGS. 2 to 4 clearly shows that the joints G1, G2 of the double joint D are transversely displaceable in a horizontal plane to each other. In this case, the one-dimensional joint G2 can be designed as an elastic joint. A training as a rolling bearing is possible. In this case, the rolling bearing may be formed in particular as a prestressed cross roller bearing. The double joint element DG1 is dimensioned so that between the car bodies W1, W2 vertical loads and resulting moments can be recorded.

Aus Figur 5 geht der Aufbau des Doppelgelenks der Figuren 1 bis 4 mehr im Detail hervor. Dabei weist das dreidimensionale Gelenk G1 ein Elastomerelement E auf, das durch Beaufschlagung mit Längsdruckkräften komprimierbar ist. Im äußeren Bereich des Gelenks G1 ist eine Reibdrehhemmung R vorgesehen, welche unter Zwischenlager eines Spaltes an das nächst innere Element des Gelenks G1 angrenzt. Der Spalt S wird bei Auftreten von Längsdruckkräften unter Verformung des elastischen Elementes E überwunden, so dass die Reibedrehhemmung, die als schalenförmiges Element vorliegt, zur Anlage mit dem nächst inneren Element des Gelenks G1 gelangt, so dass in diesem Bereich Reibungskräfte bei einem Ausknicken des Schienenfahrzeugs auftreten.Out FIG. 5 is the structure of the double joint of the FIGS. 1 to 4 more in detail. In this case, the three-dimensional joint G1 an elastomeric element E, which is compressible by application of longitudinal compressive forces. In the outer region of the joint G1 a Reibdrehhemmung R is provided, which adjoins the interposition of a gap to the next inner element of the joint G1. The gap S is overcome in the occurrence of longitudinal compressive forces under deformation of the elastic element E, so that the Reibedrehhemmung, which is present as a bowl-shaped element, comes into contact with the next inner element of the joint G1, so that in this area frictional forces in a buckling of the rail vehicle occur.

Das Gelenk G2 zeigt in seinem Inneren eine Druckrolle D, welche in einer Aufnahme auf der Innenseite einer Kurvenscheibe K eingreift. Auf diese Weise wird die Verbindungsstange V in einer zentralen Lage gehalten. Bei Ausknickbewegungen muss die Druckrolle D, die mit Hilfe einer Feder F vorgespannt ist, einen Widerstand überwinden, der sich aus der zunehmenden Dicke der Kurvenscheibe im Randbereich der Ausnehmung A ergibt. Dabei kann die Feder F in ihrer Länge einstellbar oder auch gesteuert sein, so dass die von ihr ausgeübte Federkraft variabel ist.The joint G2 shows in its interior a pressure roller D, which engages in a receptacle on the inside of a cam K. In this way, the connecting rod V is held in a central position. In Ausknickbewegungen the pressure roller D, which is biased by means of a spring F overcome a resistance, the resulting from the increasing thickness of the cam in the edge region of the recess A. In this case, the spring F can be adjustable in its length or controlled, so that the spring force exerted by it is variable.

Figur 6 zeigt eine alternative Ausführungsform des Gelenks G2 im Hinblick auf die Zentrierung der Verbindungsstange V. Dabei ist die mittels einer Feder F vorgespannte Druckrolle D aus Figur 5 ersetzt durch eine elastische Druckrolle D, welche wiederum in eine Ausnehmung A einer Kurvenscheibe K eingreift. Im Fall des Auftretens von Längsdruckkräften, die eine Auskickbewegung des Schienenfahrzeugs bewirken, erzeugt die elastische Druckrolle D eine Rückstellkraft für die Verbindungsstange V, um sie, soweit möglich, in ihrer zentralen Lage zu halten. FIG. 6 shows an alternative embodiment of the joint G2 with respect to the centering of the connecting rod V. The biased by a spring F pressure roller D is off FIG. 5 replaced by an elastic pressure roller D, which in turn engages in a recess A of a cam K. In the case of the occurrence of longitudinal compressive forces causing a kick-out movement of the rail vehicle, the elastic pressure roller D generates a restoring force for the connecting rod V in order to keep it, as far as possible, in its central position.

Figur 7 veranschaulicht ein aus drei Wagenkästen bestehendes Schienenfahrzeug, wobei die Wagenkästen W1, W2 mit Hilfe des zuvor erläuterten Doppelgelenks DG1 miteinander verbunden sind. In, bezogen auf die Längsrichtung des Schienenfahrzeugs, umgekehrter Richtung angeordnet findet sich das Doppelgelenk DG1 ebenso zwischen den Wagenkästen W1 und W3, so dass der Wagenkasten W1 den mittleren Wagenkasten bildet, an dessen beiden Enden jeweils Gelenke der Art G1 vorgesehen sind. Demgegenüber korrespondieren die Gelenke G1 mit Gelenken der Art G2 an den gegenüberliegenden Enden der Wagenkästen W2, W3. FIG. 7 illustrates a three-car rail vehicle, the car bodies W1, W2 are connected to each other by means of the above-described double joint DG1. In, with respect to the longitudinal direction of the rail vehicle, arranged in the opposite direction, the double joint DG1 is also between the car bodies W1 and W3, so that the car body W1 forms the middle car body, at the two ends of which joints of the type G1 are provided. In contrast, the joints G1 correspond to hinges of the type G2 at the opposite ends of the car bodies W2, W3.

Zur weiteren Verminderung von Nickbewegungen des Schienenfahrzeugs ist im Dachbereich zwischen den Wagenkästen W1 und W3 ein zusätzliches Doppelgelenk DG2 vorgesehen, bei dem es sich um ein verwindbares Doppelgelenk mit zwei räumlich beweglichen Lagern der Art G1 handelt.To further reduce pitching of the rail vehicle, an additional double joint DG2 is provided in the roof area between the car bodies W1 and W3, which is a twistable double joint with two spatially movable bearings of the type G1.

Das Doppelgelenk DG1 zwischen dem mittleren und dem rechten Wagenkasten W1, W2 ist grundsätzlich nickfähig, wobei eine Nickbewegung jedoch durch die Einachsigkeit des Gelenkes G2 vermindert ist. Aus Figur 8 geht die Ausbildung des zusätzlichen Doppelgelenkes DG2 im Dachbereich zwischen den Wagenkästen W1 und W3 in Figur 7 näher hervor. Beide Gelenke G1 sind als Kardangelenke ausgebildet sowie mit Elastomerelementen und integrierter Reibdrehhemmung ausgestattet. Sie entsprechen in ihrem Aufbau dem anhand von Figur 5 erläuterten Gelenk G1 des Doppelgelenks DG1 im Untergestellbereich des Schienenfahrzeugs.The double joint DG1 between the middle and the right car body W1, W2 is basically nickfähig, but a pitching motion is reduced by the uniaxiality of the joint G2. Out FIG. 8 is the training of the additional double joint DG2 in the roof area between the car bodies W1 and W3 in FIG. 7 closer. Both joints G1 are designed as cardan joints and equipped with elastomeric elements and integrated Reibdrehhemmung. They correspond in their structure to the basis of FIG. 5 explained joint G1 of the double joint DG1 in the underframe area of the rail vehicle.

Figur 9 zeigt eine Anwendung des Doppelgelenks D bei einem dreiteiligen Schienenfahrzeug anderer Ausführung als in Figur 7. Der einzige Unterschied zu dem Schienenfahrzeug von Figur 7 besteht darin, dass im Untergestellbereich zwischen dem Wagenkasten W1 und einem Wagenkasten W4 ein Einzelgelenk G3 vorgesehen ist. Auch das in Figur 9 dargestellte Schienenfahrzeug verfügt über eine nicksteifen Gelenkanschluss. FIG. 9 shows an application of the double joint D in a three-piece rail vehicle other than in FIG. 7 , The only difference to the rail vehicle of FIG. 7 is that in the frame area between the car body W1 and a car body W4 a single joint G3 is provided. Also in FIG. 9 Rail vehicle shown has a nicksteifen joint connection.

Die Darstellung von Figur 10 zeigt eine Anwendung des Doppelgelenks DG1 bei einem fünfteiligen Schienenfahrzeug. Dabei ist der mittlere Wagenkasten W2 auf seiner einen Seite über das Doppelgelenk DG1 mit dem Wagenkasten W1 verbunden. Der Wagenkasten W1 ist wie in Figur 9 mit dem Wagenkasten W4 im Untergestellbereich über ein Einzelgelenk G3 und im Dachbereich über das zusätzliche Doppelgelenk DG2 verbunden. Zur anderen Seite ist der Wagenkasten W2 über ein Doppelgelenk DG3aus zwei Gelenken der Art G1 mit einem Wagenkasten W5 verbunden, welcher wiederum in derselben Art wie die Wagenkästen W1 und W4 mit einem Wagenkasten W6 gekuppelt ist.The representation of FIG. 10 shows an application of the double joint DG1 in a five-piece rail vehicle. Here, the middle car body W2 is connected on one side via the double joint DG1 with the car body W1. The car body W1 is as in FIG. 9 connected to the car body W4 in the underframe area via a single joint G3 and in the roof area via the additional double joint DG2. On the other hand, the car body W2 is connected via a double joint DG3 of two joints of the type G1 with a car body W5, which in turn is coupled in the same manner as the car bodies W1 and W4 with a car body W6.

Die Figuren 11 bis 14 zeigen verschiedene Ausführungsformen von mehrteiligen Schienenfahrzeugen, wobei im Dachbereich von drei aufeinander folgenden Wagenkästen ein Getriebe GET vorgesehen ist, welches für besondere Kuppen-Senken-Anforderungen an das Schienenfahrzeug günstig ist. Dabei ergeben sich jeweils Dreiergruppen GR von Wagenkästen, wobei ein mittlerer Wagenkasten jeweils über das Doppelgelenk DG1 an benachbarte Wagenkästen angeschlossen ist. Auf Seiten des mittleren Wagenkastens liegen Kardangelenke der Art G1 vor, während die beiden äußeren Wagenkästen der Dreiergruppe auf ihren den mittleren Wagenkasten zugewandten Seiten das einachsige Gelenk der Art G2 zeigen.The FIGS. 11 to 14 show various embodiments of multi-part rail vehicles, wherein in the roof area of three consecutive car bodies, a transmission GET is provided, which is favorable for special tip-drop requirements on the rail vehicle. In each case, there are groups of three GR of car bodies, wherein a middle car body is connected in each case via the double joint DG1 to adjacent car bodies. On the part of central car body Kardan joints of type G1 are present, while the two outer car bodies of the group of three show on their the middle car body facing sides of the uniaxial joint of the type G2.

Bei dem vierteiligen Schienenfahrzeug nach Figur 12 ist außerdem die Dreiergruppe GR an einen weiteren Wagenkasten über das Doppelgelenk DG1 angeschlossen, wobei auf Seiten des weiteren Wagenkastens das einachsige Gelenk G2 vorliegt. Bei der Ausführungsform nach Figur 13 liegt die Dreiergruppe GR in der Mitte des fünfteiligen Schienenfahrzeugs. Die beiden äußeren Wagenkästen sind jeweils über das Doppelgelenk DG1 an die angrenzenden Wagenkästen der Gruppe angeschlossen, wobei das Gelenk G2 auf Seiten des äußeren Wagenkastens und das Gelenk G1 auf Seiten des angrenzenden Wagenkastens der Gruppe vorliegt.In the four-part rail vehicle after FIG. 12 In addition, the group of three GR is connected to another car body via the double joint DG1, wherein on the side of the other car body, the uniaxial joint G2 is present. In the embodiment according to FIG. 13 the group of three GR is in the middle of the five-part rail vehicle. The two outer car bodies are each connected via the double joint DG1 to the adjacent car bodies of the group, wherein the joint G2 is on the side of the outer car body and the joint G1 on the side of the adjacent car body of the group.

Bei dem Schienenfahrzeug nach Figur 14, das sechsteilig ist, sind zwei der Gruppen GR nach Figur 11 über ein Doppelgelenk DG3 miteinander verbunden, welches für eine Verbindungsstange V3 auf Seiten beider Gelenke dreidimensionale Bewegungen gestattet.At the rail vehicle after FIG. 14 Six parts are two of the groups GR FIG. 11 connected by a double joint DG3, which allows for a connecting rod V3 on both sides of three-dimensional movements.

Das Getriebe GET hat in allen Fällen die Aufgabe, dass der mittlere Wagenkasten der Dreiergruppe GR stets in einer Vertikalebene/mittleren Querebene eine winkelhalbierende Stellung zu den beiden äußeren Wagenkästen einnimmt.The gear GET has in all cases the task that the middle car body of the group of three GR always takes a bisecting position in a vertical plane / middle transverse plane to the two outer car bodies.

Claims (14)

  1. Multi-part rail vehicle having at least two carriage bodies (W1, W2) which are supported on respective centrally arranged bogies and are connected to one another by a connecting rod (V1) via a double joint (DG1),
    characterized in that
    a first joint (G1) of the double joint (DG1) allows a movement of the connecting rod (V1) of the double joint (DG1) in three spatial directions and a second joint (G2) of the double joint (DG1) allows a movement of the connecting rod (V1) exclusively in a horizontal plane.
  2. Rail vehicle according to Claim 1,
    characterized in that
    the second joint (G2) is designed to be elastic.
  3. Rail vehicle according to Claim 1,
    characterized in that
    the second joint (G2) is designed to be rotatable.
  4. Rail vehicle according to one of Claims 1 to 3,
    characterized in that
    one of the joints (G1, G2) of the double joint (DG1) is dimensioned in such a way that it can transmit vertical load differences between the at least two carriage bodies (W1, W2).
  5. Rail vehicle according to one of Claims 1 to 4,
    characterized in that
    an additional double joint (DG2) is provided in the roof region between the at least two carriage bodies (W1, W2) or, in the case of at least three carriage bodies, adjacent thereto,
    wherein both joints (G1) of this double joint allow a movement of a connecting rod (V1) of the additional double joint (DG2) in all spatial directions.
  6. Rail vehicle according to one of Claims 1 to 5,
    characterized in that
    at least three carriage bodies (W1, W2, W3) are provided and articulated connections of both ends of the central carriage body are connected by a kinematic transmission (GET) in the roof region in such a way that the central carriage body always assumes an angle-bisecting position between the two adjacent carriage bodies in a vertical plane.
  7. Rail vehicle according to one of Claims 1 to 6,
    characterized in that
    the second joint (G2) has means for holding the connecting rod (V1) in a central position.
  8. Rail vehicle according to Claim 7,
    characterized in that
    the means are formed by discrete elastic elements (D) of the second joint (G2).
  9. Rail vehicle according to Claim 7,
    characterized in that
    the means are formed by discrete mechanical elements (D, F) of the second joint (G2).
  10. Rail vehicle according to one of Claims 1 to 9,
    characterized in that
    the connecting rod (V1) of the double joint has an integrated shock-absorbing element.
  11. Rail vehicle according to one of Claims 1 to 10,
    characterized in that
    the first joint (G1) has a frictional rotation damper (R).
  12. Rail vehicle according to one of Claims 1 to 11,
    characterized in that
    the first joint (G1) has an elastomer element (E) for providing a spring excursion in the longitudinal direction of the rail vehicle.
  13. Rail vehicle according to Claim 5,
    characterized in that
    at least one joint (G1) of the additional double joint (DG2) in the roof region has an integrated frictional rotation damper (R).
  14. Rail vehicle according to Claim 13,
    characterized in that
    the at least one joint (G1) of the double joint has an elastomer element for providing a spring excursion in the longitudinal direction of the rail vehicle.
EP11757306.3A 2010-09-15 2011-09-14 Multi-part rail vehicle having at least two coach bodies connected by means of a double articulation joint Active EP2598391B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL11757306T PL2598391T3 (en) 2010-09-15 2011-09-14 Multi-part rail vehicle having at least two coach bodies connected by means of a double articulation joint

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010040840A DE102010040840A1 (en) 2010-09-15 2010-09-15 Multi-part rail vehicle with at least two car bodies connected by a double joint
PCT/EP2011/065922 WO2012035056A1 (en) 2010-09-15 2011-09-14 Multi-part rail vehicle having at least two coach bodies connected by means of a double articulation joint

Publications (2)

Publication Number Publication Date
EP2598391A1 EP2598391A1 (en) 2013-06-05
EP2598391B1 true EP2598391B1 (en) 2017-06-28

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EP (1) EP2598391B1 (en)
DE (1) DE102010040840A1 (en)
ES (1) ES2641298T3 (en)
PL (1) PL2598391T3 (en)
WO (1) WO2012035056A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014212360A1 (en) 2014-06-26 2015-12-31 Siemens Aktiengesellschaft Articulated vehicle with a transversely movable joint
DE102014219485A1 (en) * 2014-09-25 2016-03-31 Bombardier Transportation Gmbh Rail vehicle with pitch support
DE102014226695A1 (en) 2014-12-19 2016-06-23 Siemens Aktiengesellschaft Articulated vehicle with a transversely movable joint
DE102016216719A1 (en) 2016-09-05 2018-03-08 Siemens Aktiengesellschaft Transverse soft single joint with approximate straight-line guide by drawbar
AT16674U1 (en) * 2019-02-05 2020-04-15 Manfred Teufl CONNECTING ARRANGEMENT

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2398651A1 (en) * 1977-07-25 1979-02-23 Venissieux Atel Coupling arrangement for articulated vehicles - has pivot of spherical type with end play and friction surfaces in fork and tenon sections
GB2139583B (en) * 1981-02-26 1985-08-07 Urban Transportation Dev Articulated vehicles
DE4213948A1 (en) 1992-04-28 1993-11-04 Man Ghh Schienenverkehr RAIL VEHICLE
FI97041C (en) * 1994-11-18 1996-10-10 Rautaruukki Oy Long coupling for railway wagons
SE526057C2 (en) * 2003-09-10 2005-06-21 Dellner Couplers Ab Rail-bound trolley and linkage device for permanent coupling of two chassis included in such trolley
DE102006049868B3 (en) * 2006-10-23 2007-09-27 Siemens Ag Vehicles e.g. tram-car, connecting device for use in railway system, has joint wings arranged at each vehicle as upper articulation, where joint wings in one vehicle is connected to joint wings in another vehicle by non-supported bearing

Also Published As

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ES2641298T3 (en) 2017-11-08
EP2598391A1 (en) 2013-06-05
DE102010040840A1 (en) 2012-03-15
WO2012035056A1 (en) 2012-03-22
PL2598391T3 (en) 2017-12-29

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