EP2695790B1 - Roof joint for an articulated vehicle - Google Patents

Description

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, for example, 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. Out EP 1 647 462 A1 is a pivot bearing known, which is displaceable in the vehicle upper direction in the vehicle transverse direction.

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.

According to the invention, the first main carrier and the second main carrier are connected to each other via a transversely oriented sliding guide. The roof joint is designed to build up a restoring force acting in the direction of a middle position of the sliding guide, wherein an elastic return element is provided, which deforms by a movement of the sliding guide. A pull rod extends through the elastic return element. The elastic return element is connected via the tie rod with a cross member of the first main carrier. The elastic return element is compressed by means of the pull rod.

First, some terms are explained. Rotational motion is the movement between two cars takes place when the vehicle is turning around in the plane. A pitching motion occurs when the vehicle is traveling over a dome or through a dip. During a rolling motion, 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.

The term 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. In the sliding guide proposed according to the invention, 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. By the guide surfaces, the position of the cross member in the longitudinal direction is clearly defined, while the cross member can move in the lateral direction relative to the 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.

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 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.

To provide security against twisting and tilting within the sliding guide, the guide surfaces can be flat. Preferably, 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. Preferably, 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.

In many cases, it is desired that 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. For a good power transmission, it is expedient if the elastic return element is arranged coaxially with the sliding guide. The roof joint is 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.

Are possible designs in which an elastic return element acts in both lateral executions. Preferably, an elastic return element is provided for each of the two lateral directions of movement.

Since excessive rolling movements can endanger the stability of the vehicle, the freedom of movement of the sliding guide in the lateral direction is preferably limited. 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.

In order to prevent the sliding guide is braked by the stopper jerky, 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, however, 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. However, 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 °. To avoid tension in the roof joint, it is expedient to form the roof joint so that it provides freedom of movement in the vertical direction.

In an advantageous embodiment, the rotary joint is designed so that it allows a relative movement in the vertical direction. Between the pin, which forms the axis of the rotary joint, and a bearing part guided on the axis, a sliding guide can be provided, along which the bearing part can move in the vertical direction relative to the pin. In order to reduce the friction, between the pin and the bearing part, 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. In the roof area an inventive roof hinge is arranged.

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. 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. There may be provided supply lines extending from the first carriage to the second carriage. The supply lines are preferably arranged above the passage.

Fig. 1:

eine Seitenansicht einer Straßenbahn;

Fig. 2:

eine schematische Ansicht eines erfindungsgemäßen Gelenksystems;

Fig. 3:

eine schematische Ansicht von oben auf ein erfindungsgemäßes Dachgelenk;

Fig. 4:

die Schiebeführung aus Fig. 3 in vergrößerter und geschnittener Darstellung;

Fig. 5:

einen Schnitt entlang Linie A-A in Fig. 4;

Fig. 6:

einen Schnitt entlang Linie B-B in Fig. 4;

Fig. 7:

die Schiebeführung aus Fig. 3 in verschiedenen Zuständen A bis C.

Fig. 8:

eine Darstellung der Kennlinie der Schiebeführung; und

Fig. 9:

eine schematische Darstellung eines Drehgelenks eines erfindungsgemäßen Dachgelenks.

The invention will now be described by way of example with reference to the accompanying drawings, given by way of advantageous embodiments. Show it:

Fig. 1:

a side view of a tram;

Fig. 2:

a schematic view of a hinge system according to the invention;

3:

a schematic view from above of an inventive roof joint;

4:

the sliding guide off Fig. 3 in enlarged and cut view;

Fig. 5:

a section along line AA in Fig. 4 ;

Fig. 6:

a section along line BB in Fig. 4 ;

Fig. 7:

the sliding guide off Fig. 3 in different states A to C.

Fig. 8:

a representation of the characteristic of the sliding guide; and

Fig. 9:

a schematic representation of a rotary joint of a roof joint according to the invention.

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. In the front of the vehicle 10 and 12 in the rear of the floor, on which the passengers are, because of the underlying wheels 14 at some distance from the ground. If a passenger gets on the walkway in the front of the car 10 or the rear 12, he must overcome a height difference. 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.

There are passages between the cars, which passengers can cross even while driving. The passages are surrounded by bellows 17, by which the passengers are protected from environmental influences. Approximately in the middle between the two adjacent cars is an in Fig. 1 not shown center bracket 19 is arranged, which gives the bellows 17 additional stability.

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.

In 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. In particular, 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. To stabilize the bellows 17, a middle bracket 19 is provided, which in Fig. 2 is indicated in dashed line and which is arranged below the roof hinge 18. Above the roof joint 18 extends a plurality of supply lines 22 from the center car 11 to the rear carriage 12. 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.

According to Fig. 4 the cross member 37 abuts on guide surfaces 40 of the second main carrier 35. To the friction between the existing metal second main carrier 35 and the To reduce metal existing cross member 37, the guide surfaces 40 are provided with pads 41 made of a sliding plastic. As Fig. 5 shows, 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. In particular, 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.

in the Fig. 2 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.

At the two end faces of the cross member 37 is followed in each case by 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. In order to allow a uniform transfer of forces from the pull rod 43 to the elastic return element 42, 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. In cross-section, 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. In Fig. 7A is the cross member 37 in the middle position as in Fig. 4 , In Fig. 7B the cross member 37 is displaced by about 20 mm in the lateral direction relative to the second main carrier 35. By the tie rod 43, 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. On the opposite side of the cross member 37 protrudes beyond the second main carrier 35. The elastic return element 42 on this side is lifted from the second main carrier 35 and is relieved.

If the cross member 37 moves even further to the side, first comes an elastic stop member 46 into engagement with the stopper 45. The elastic stop member 46 which is attached to a lug portion 47 of the cross member 37 is compressed in the further deflection. If the maximum deflection is reached, lies as in Fig. 7C shown, the cross member 37 directly to the stop 45 at. The spring constant when compressing the elastic stop member 46 is greater than the spring constant when compressing the elastic return member 42, so that the restoring force increases sharply in this phase. The corresponding characteristic of the sliding guide 39 is in Fig. 8 represented where the restoring force is plotted against the deflection.

in the Fig. 9 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. Thus, the pivot 38 and the coupling 16 form a common axis for rotations about the vertical axis. During such rotational movements, 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.

With a lateral deflection of only 35 mm, the change in height that must be absorbed between the bearing part 48 and the pin 46 is very low. The actual freedom of movement in the rotary joint 38 is substantially greater, so that in addition height differences when assembling the carriage 11, 12 can be compensated.

Claims (11)

1. Roof joint for connecting a first carriage (11) and a second carriage (12) of a multi-unit vehicle, comprising a first main support (34) extending to the first carriage (11) and a second main support (35) extending to the second carriage (12), wherein the first main support (34) has a rotary joint (38), and wherein there is a rigid connection in the longitudinal direction between the first main support (34) and the second main support (35), wherein the first main support (34) and the second main support (35) are connected to each other via a sliding guide (39), which is oriented in the transverse direction, wherein the roof joint is configured to build up a resetting force acting in the direction of a central position of the sliding guide (39), wherein an elastic resetting element (42) is provided which is deformed by a movement of the sliding guide (39), characterized in that a tie rod (43) is provided which extends through the elastic resetting element (42), wherein the elastic resetting element (42) is connected to a transverse support (37) of the first main support (34) via the tie rod (43), and wherein the elastic resetting element (42) is compressed by means of the tie rod (43) .
2. Roof joint according to Claim 1, characterized in that the sliding guide (39) comprises a transverse support (37) which lies to the front and rear against guide surfaces (40).
3. Roof joint according to Claim 2, characterized in that a plurality of guide surfaces (40) are provided per contact direction.
4. Roof joint according to Claim 2 or 3, characterized in that the transverse support (37) has sliding surfaces interacting with the guide surfaces (40), and in that the transverse support (37) has a rectangular, preferably square cross section in the region of the sliding surfaces.
5. Roof joint according to one of Claims 1 to 4, characterized in that the elastic resetting element (42) is arranged coaxially with respect to the sliding guide (39).
6. Roof joint according to one of Claims 1 to 5, characterized in that an elastic resetting element (42) is provided for each lateral direction of movement.
7. Roof joint according to one of Claims 1 to 6, characterized in that the sliding guide (39) is provided with an elastic stop element (46), wherein the elastic stop element (46) engages only when the sliding guide (39) has moved by at least 50%, preferably at least 70%, of the distance between the central position and the maximum lateral deflection.
8. Roof joint according to Claim 7, characterized in that the spring constant of the elastic stop element (46) is greater than the spring constant of the elastic resetting element (42).
9. Roof joint according to one of Claims 1 to 8, characterized in that it permits a relative movement in the vertical direction.
10. Roof joint according to Claim 9, characterized in that the rotary joint (38) has a journal (46) and a bearing part (48) which is guided on the journal (46), and in that a sliding guide is formed in the vertical direction between the journal (46) and the bearing part (48).
11. Joint system for the connection between a first carriage (10) and a second carriage (11) of a multi-unit vehicle, with a coupling (16) arranged in the floor region and a roof joint (18) arranged in the roof region, characterized in that the roof joint (18) is formed according to one of Claims 1 to 10.

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