EP2695790A1 - Articulation de toit pour un véhicule articulé - Google Patents

Articulation de toit pour un véhicule articulé Download PDF

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Publication number
EP2695790A1
EP2695790A1 EP12179373.1A EP12179373A EP2695790A1 EP 2695790 A1 EP2695790 A1 EP 2695790A1 EP 12179373 A EP12179373 A EP 12179373A EP 2695790 A1 EP2695790 A1 EP 2695790A1
Authority
EP
European Patent Office
Prior art keywords
roof
roof joint
main carrier
sliding guide
carriage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP12179373.1A
Other languages
German (de)
English (en)
Other versions
EP2695790B1 (fr
Inventor
Denis Browne
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.)
ATG Autotechnik GmbH
Original Assignee
ATG Autotechnik 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 ATG Autotechnik GmbH filed Critical ATG Autotechnik GmbH
Priority to DK12179373.1T priority Critical patent/DK2695790T3/en
Priority to PL12179373T priority patent/PL2695790T3/pl
Priority to EP12179373.1A priority patent/EP2695790B1/fr
Publication of EP2695790A1 publication Critical patent/EP2695790A1/fr
Application granted granted Critical
Publication of EP2695790B1 publication Critical patent/EP2695790B1/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
    • 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 roof joint for a hinged connection between a first car and a second car of a multi-unit vehicle.
  • the roof hinge comprises a first main carrier extending to the first carriage and a second main carrier extending to the second carriage.
  • the first main beam is equipped with a swivel joint. In the longitudinal direction, the first main carrier and the second main carrier are rigidly connected to each other.
  • a multi-unit vehicle in which the roof joint can be used may be a tram comprising several cars. Also suitable are other rail-bound vehicles or road-bound vehicles such as articulated buses.
  • the cars of the vehicle can be connected to each other so that there is a passage between the cars, which passengers can use while driving.
  • the vehicles are connected to each other in the floor area by a coupling which holds the car at a fixed distance from each other and forms a central pivot point for the relative movements between the car.
  • the clutch is designed to allow relative movements, such as rotational movements, pitching motions and roll motions, between the carriages.
  • the roof joint is arranged in the roof area and interacts with the coupling located in the floor area.
  • a movement The coupling is only possible if at the same time a movement takes place in the roof joint.
  • the roof joint limits the freedom of movement of the coupling and defines the movements that the two carriages can perform relative to one another.
  • the invention is based on the object to present a roof hinge, which allows only rotational movements and rolling movements between the car and prevents pitching movements. Based on the above-mentioned prior art, the object is achieved with the features of claim 1. Advantageous embodiments can be found in the subclaims.
  • the first main carrier and the second main carrier are connected to each other via a transversely oriented sliding guide.
  • Rotational motion is the movement that takes place between two cars when the vehicle turns around in the plane.
  • a pitching motion occurs when the vehicle is traveling over a dome or through a dip.
  • the carriages rotate relative to one another about a horizontal longitudinal axis.
  • the multi-unit vehicle is on wheels. In many cases, each car of the multi-unit vehicle is provided with wheels. It is also possible that individual cars do not have their own wheels, but are carried by adjacent cars.
  • sliding guide designates a bearing which permits a relative movement in the transverse direction between the first main carrier and the second main carrier, while preventing relative movements in the longitudinal direction.
  • the invention has recognized that large forces must be transmitted longitudinally between the first main carrier and the second main carrier if pitching movements between the carriages are to be prevented.
  • the carriages which are kept at a constant distance from each other by the roof joint, namely form a long lever with which the coupling acts on the roof joint.
  • these longitudinal forces act perpendicular to the sliding surfaces of the sliding guide. In this direction, the sliding surfaces can absorb the large forces without restricting the freedom of movement in the transverse direction.
  • the roof joint is thus on the one hand sufficiently stable against forces in the longitudinal direction and on the other hand allows the desired mobility in the transverse direction.
  • the sliding guide may include a cross member which abuts forward and backward on guide surfaces.
  • the cross member and the guide surfaces may be made of metal, wherein to reduce the friction, a pad of a lubricious material, such as a suitable plastic material may be provided between the metal parts.
  • the cross member In the vertical direction of the cross member may also abut on guide surfaces that define the position in the vertical direction clearly. But this is not mandatory.
  • the sliding guide can also be designed so that it allows a mobility in the vertical direction.
  • the roof joint may be formed so that the cross member is connected to the first main carrier and the guide surfaces are connected to the second main carrier. The reverse design is also possible.
  • the sliding guide may comprise a plurality of guide surfaces for each direction of movement.
  • the plurality of guide surfaces is preferably arranged symmetrically to the central axis of the roof joint. If only one guide surface per movement direction is provided, this is preferably arranged centrally.
  • the guide surfaces can be flat.
  • the forward and rearward guide surfaces are vertically aligned.
  • the up and down effective guide surfaces can be horizontally aligned.
  • the cross member comprises sliding surfaces which interact in a planar manner with the guide surfaces. In the region of the sliding surfaces of the cross member preferably has a rectangular cross section, more preferably a square cross section. If the cross member in the region of the sliding surfaces has a round cross section, in addition a rotational movement relative to the guide surfaces is possible.
  • the roof joint has a central position, from which the sliding guide provides lateral freedom of movement in both directions.
  • the roof hinge is so designed that it occupies this middle position, when the two adjacent carriages are on a flat surface just behind each other.
  • the roof joint builds up a restoring force when the sliding guide is moved out of the center position. It is conceivable that the sliding guide can move out of the middle position for a certain distance without the restoring force becoming effective. In an advantageous embodiment, the restoring force builds up immediately when the sliding guide leaves the center position.
  • the restoring force can be built up by means of an elastic return element, which deforms by a movement of the sliding guide.
  • the elastic return element is arranged coaxially with the sliding guide.
  • the roof joint may be designed so that extends from the cross member, a tie rod through the elastic return element, by means of which the elastic return element is compressed.
  • the elastic return element may for example be a body made of an elastic material such as rubber. The use of a spring as an elastic return element is possible.
  • the elastic return element may be designed so that the restoring force increases substantially linearly with the deflection.
  • an elastic return element acts in both lateral executions.
  • an elastic return element is provided for each of the two lateral directions of movement.
  • the roof joint may therefore include a stop which engages at the maximum lateral deflection.
  • the distance between the center position and the maximum lateral deflection can be, for example, between 25 mm and 50 mm.
  • the roof joint can be designed so that the restoring force increases disproportionately before the stop engages. It may be provided for this purpose, an elastic stop element whose spring constant is preferably greater than the spring constant of the elastic return element. Thus, the stop element builds on the same deformation path a larger restoring force than the return element.
  • the resilient stop member may be arranged to engage only when the sliding guide has moved at least 50%, preferably at least 70%, of the path between the center position and the maximum lateral deflection.
  • the elastic return element preferably engages after no later than 20%, more preferably after at the latest 10%, more preferably after no later than 5% of this way.
  • the coupling in the floor area of the vehicle forms the central fulcrum for rolling motions between the two cars.
  • the relative movement between the two main girders of the roof hinge is therefore not a purely linear movement in the lateral direction, but a movement along a Arc.
  • the change in height is small in comparison to the lateral movement, since the rolling movements relative to the clutch generally do not reach a deflection which is substantially above 1 °.
  • the rotary joint is designed so that it allows a relative movement in the vertical direction.
  • a sliding guide can be provided, along which the bearing part can move in the vertical direction relative to the pin.
  • a bushing made of a lubricious material, such as a suitable plastic material may be used.
  • the length of the sliding guide may for example be between 20 mm and 40 mm.
  • the invention also relates to a joint system for the connection of two cars of a multi-unit vehicle.
  • the articulation system includes a bottom-mounted coupling which connects the two carriages together and forms a central pivot point for relative movement between the carriages.
  • an inventive roof hinge is arranged in the roof area.
  • the hinge system may be designed so that the coupling and the hinge of the roof joint have a common axis of rotation.
  • the swivel can enclose a passage that passengers use while driving can and which can be surrounded by a bellows.
  • the bellows With a short distance between the carriages, the bellows can be designed to support its inherent stability. For larger distances, for example, greater than 80 cm, can be seen for supporting the bellows a center bracket.
  • the center bracket is rotatably mounted relative to the clutch and rotatably connected to the roof joint.
  • a tram in Fig. 1 includes a front end 10, a center car 11 and a rear 12.
  • the front 10 and rear 12 are designed as railcars, which tap with electric consumers 13 electrical energy from a catenary and supply not shown drive motors.
  • the drive motors drive wheels 14 of the tram.
  • the front of the car 10 and the rear 12 are each a in Fig. 1 not shown joint system connected to the center car 11.
  • the center car 11 has no wheels, but is supported by the articulated systems of the front end 10 and the rear end 12.
  • the bottom of the center car 11 is lowered compared to the bottom of the front cart 10 and the rear carriage 12. A passenger can get into the central car 11 from the sidewalk without having to overcome a significant difference in altitude.
  • the two joint systems between the cars are designed differently.
  • the joint system between the front of the car 10 and the center car 11 allows only rotational movements and pitching movements.
  • the joint system between the center car 11 and the rear 12 allows only rotational movements and rolling movements.
  • Fig. 2 the joint system between the center car 11 and the rear carriage 12 is shown in an enlarged view.
  • the articulation system includes a transfer platform 15 on which passengers stand when using the passageway.
  • the front car 10 and the center car 11 are connected to each other via a arranged below the transition platform 15 clutch 16.
  • the coupling 16, which holds the central car 11 and the rear carriage 12 at a fixed distance from each other, comprises a spherical condyle, which is accommodated in a joint shell.
  • the condyle can rotate in all directions in the joint cup so that it permits various movements between the center car 11 and the rear carriage 12.
  • the coupling 16 allows the mentioned rotational movements, pitching movements and rolling movements as well as combinations thereof. For all movements, the coupling 16 forms the central pivot point.
  • the joint system further comprises a roof joint 18 arranged above the passage, by means of which the freedom of movement of the coupling 16 is restricted.
  • the roof joint 18 holds the central car 11 and the rear carriage 12 viewed in the longitudinal direction at a fixed distance from each other, so that pitching movements between the two cars are excluded. On the other hand, turning and rolling motions are possible. During a rolling motion, the roof joint takes a relative movement in the transverse direction. The structure of the roof joint 18 will be explained in more detail below.
  • the bellows 17 extends around the passage and surrounds it upwards, downwards and to all sides.
  • a middle bracket 19 is provided, which in Fig. 2 is indicated in dashed line and which is arranged below the roof hinge 18.
  • the supply lines 22 include electrical cables, ventilation and air conditioning hoses and hydraulic lines and serve to link technical functions of the center car 11 and the rear carriage 12 with each other.
  • the supply lines 22 extend along a curved path so that they can accommodate changes in the distance between the center car 11 and the rear carriage 12.
  • the roof joint 18 comprises a first main carrier 34 which is connected to the rear carriage 12, and a second main carrier 35 which is connected to the central carriage 11.
  • the first main carrier 34 includes a static component 36 and a cross member 37.
  • the cross member 37 is connected via a rotary joint 38 with the static component 36.
  • the connection between the cross member 37 and the second main carrier 35 is made via a sliding guide 39, so that the cross member 37 can move in the lateral direction relative to the second main carrier 35.
  • the cross member 37 abuts on guide surfaces 40 of the second main carrier 35.
  • the guide surfaces 40 are provided with pads 41 made of a sliding plastic.
  • the cross member 37 is square in cross-section and is located with all four outer surfaces of the guide surfaces 40 at. There is no play between the cross member 37 and the guide surfaces 40, so that the cross member 37 is subject to a defined guidance.
  • the guide surfaces 40 prevent the cross member 37 from being rotated about its own axis relative to the second main carrier 35. The only relative movement possible between the cross member 37 and the second main carrier is a linear movement in the lateral direction.
  • the slide guide 39 is shown in a central position, out of which the cross member 37 can move in both directions relative to the second main carrier 35.
  • the maximum deflection in both directions is defined by a stop 45.
  • an elastic return element 42 which is connected via a tie rod 43 to the cross member 37.
  • the elastic return element 42 is a body of a rubber material.
  • the pull rod 43 extends through the elastic return element 42 and is screwed into a bore of the cross member 37.
  • the elastic return elements 42 are enclosed between two washers 44, whose diameter is slightly larger than the diameter of the elastic return elements 42.
  • the elastic return elements 42 according to Fig. 6 circular.
  • FIGS. 7 shows the sliding guide 39 in various states in which the cross member 37 is displaced in the lateral direction relative to the second main carrier 35.
  • Fig. 7A is the cross member 37 in the middle position as in Fig. 4
  • Fig. 7B the cross member 37 is displaced by about 20 mm in the lateral direction relative to the second main carrier 35.
  • the elastic return element 42 is pressed together, so that a restoring force arises in the direction of the center position.
  • the restoring force is substantially proportional to the design from the center position.
  • the elastic return element 42 on this side is lifted from the second main carrier 35 and is relieved.
  • the pivot 38 of the first main carrier 34 is shown.
  • a pin 46 is connected to the static component 36 of the first main carrier 34 such that the coupling 16 arranged in the bottom region of the vehicle lies in extension of the pin 46.
  • the pivot 38 and the coupling 16 form a common axis for rotations about the vertical axis.
  • a connecting part 47 connected to the cross member 37 moves relative to a bearing part 48.
  • the bearing part 48 in turn is mounted on the pin 46 by means of a vertical sliding guide so that a relative movement between the bearing part 48 and the pin 46 in the vertical direction is possible is.
  • the freedom of movement can be, for example, 20 mm in both directions starting from a center position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
EP12179373.1A 2012-08-06 2012-08-06 Articulation de toit pour un véhicule articulé Active EP2695790B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DK12179373.1T DK2695790T3 (en) 2012-08-06 2012-08-06 Tag assembly for an articulated vehicle
PL12179373T PL2695790T3 (pl) 2012-08-06 2012-08-06 Przegub dachowy dla pojazdu wieloczłonowego
EP12179373.1A EP2695790B1 (fr) 2012-08-06 2012-08-06 Articulation de toit pour un véhicule articulé

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP12179373.1A EP2695790B1 (fr) 2012-08-06 2012-08-06 Articulation de toit pour un véhicule articulé

Publications (2)

Publication Number Publication Date
EP2695790A1 true EP2695790A1 (fr) 2014-02-12
EP2695790B1 EP2695790B1 (fr) 2018-10-03

Family

ID=47002559

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12179373.1A Active EP2695790B1 (fr) 2012-08-06 2012-08-06 Articulation de toit pour un véhicule articulé

Country Status (3)

Country Link
EP (1) EP2695790B1 (fr)
DK (1) DK2695790T3 (fr)
PL (1) PL2695790T3 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103935712A (zh) * 2014-04-01 2014-07-23 熊世武 一种短距离传送设备
WO2015197543A1 (fr) * 2014-06-26 2015-12-30 Siemens Aktiengesellschaft Véhicule articulé comportant une articulation déplaçable de manière transversale
EP3028915A1 (fr) * 2014-12-03 2016-06-08 Hübner GmbH & Co. KG Articulation disposée dans la zone de toit entre deux composants de véhicule reliés entre eux de manière articulée
WO2017049996A1 (fr) * 2015-09-24 2017-03-30 中车南京浦镇车辆有限公司 Base de montage pour mécanisme d'articulation de tramway à plancher surbaissé
CN106985876A (zh) * 2016-12-29 2017-07-28 比亚迪股份有限公司 三编制机车车辆
CN107458415A (zh) * 2016-06-02 2017-12-12 株洲时代新材料科技股份有限公司 一种低地板车转动铰的上底座及安装方法
CN107618528A (zh) * 2017-08-23 2018-01-23 中车大连机车车辆有限公司 铰接式转向架车辆模块化连接装置
FR3101049A1 (fr) * 2019-09-23 2021-03-26 Alstom Transport Technologies Dispositif d’articulation de véhicule articulé, véhicule et procédé de réglage correspondants
AT525097A4 (de) * 2021-09-30 2022-12-15 Siemens Mobility Austria Gmbh Schienenfahrzeug

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5586506A (en) * 1994-12-21 1996-12-24 Aeg Schienenfahrzeuge Gmbh Ball-and-socket coupling, particularly for railway cars
DE102004014903A1 (de) * 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
EP1647462A1 (fr) * 2004-10-15 2006-04-19 Siemens Aktiengesellschaft Véhicule pour transports en commun, en particulier véhicule ferroviaire, comportant des caisses articulées

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5586506A (en) * 1994-12-21 1996-12-24 Aeg Schienenfahrzeuge Gmbh Ball-and-socket coupling, particularly for railway cars
DE102004014903A1 (de) * 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
EP1647462A1 (fr) * 2004-10-15 2006-04-19 Siemens Aktiengesellschaft Véhicule pour transports en commun, en particulier véhicule ferroviaire, comportant des caisses articulées

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103935712A (zh) * 2014-04-01 2014-07-23 熊世武 一种短距离传送设备
WO2015197543A1 (fr) * 2014-06-26 2015-12-30 Siemens Aktiengesellschaft Véhicule articulé comportant une articulation déplaçable de manière transversale
EP3028915A1 (fr) * 2014-12-03 2016-06-08 Hübner GmbH & Co. KG Articulation disposée dans la zone de toit entre deux composants de véhicule reliés entre eux de manière articulée
WO2017049996A1 (fr) * 2015-09-24 2017-03-30 中车南京浦镇车辆有限公司 Base de montage pour mécanisme d'articulation de tramway à plancher surbaissé
CN107458415A (zh) * 2016-06-02 2017-12-12 株洲时代新材料科技股份有限公司 一种低地板车转动铰的上底座及安装方法
CN107458415B (zh) * 2016-06-02 2019-08-09 株洲时代新材料科技股份有限公司 一种低地板车转动铰的上底座及安装方法
CN106985876A (zh) * 2016-12-29 2017-07-28 比亚迪股份有限公司 三编制机车车辆
CN107618528A (zh) * 2017-08-23 2018-01-23 中车大连机车车辆有限公司 铰接式转向架车辆模块化连接装置
FR3101049A1 (fr) * 2019-09-23 2021-03-26 Alstom Transport Technologies Dispositif d’articulation de véhicule articulé, véhicule et procédé de réglage correspondants
WO2021058431A1 (fr) * 2019-09-23 2021-04-01 Alstom Transport Technologies Dispositif d'articulation de véhicule articulé, véhicule et procédé de réglage correspondants
AT525097A4 (de) * 2021-09-30 2022-12-15 Siemens Mobility Austria Gmbh Schienenfahrzeug
AT525097B1 (de) * 2021-09-30 2022-12-15 Siemens Mobility Austria Gmbh Schienenfahrzeug

Also Published As

Publication number Publication date
EP2695790B1 (fr) 2018-10-03
DK2695790T3 (en) 2019-01-21
PL2695790T3 (pl) 2019-03-29

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