EP3265359B1 - Swivel joint for swivel-joint connecting of rail vehicles - Google Patents

Swivel joint for swivel-joint connecting of rail vehicles Download PDF

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Publication number
EP3265359B1
EP3265359B1 EP16707441.8A EP16707441A EP3265359B1 EP 3265359 B1 EP3265359 B1 EP 3265359B1 EP 16707441 A EP16707441 A EP 16707441A EP 3265359 B1 EP3265359 B1 EP 3265359B1
Authority
EP
European Patent Office
Prior art keywords
coupling element
opening
end region
pivot joint
rail vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP16707441.8A
Other languages
German (de)
French (fr)
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EP3265359A1 (en
Inventor
André Daniel
Sven Wagner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL16707441T priority Critical patent/PL3265359T3/en
Publication of EP3265359A1 publication Critical patent/EP3265359A1/en
Application granted granted Critical
Publication of EP3265359B1 publication Critical patent/EP3265359B1/en
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/14—Buffers absorbing shocks by mechanical friction action; Combinations of mechanical shock-absorbers and springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/28—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with vertical bolt or pin
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element

Definitions

  • the invention relates to a rotary joint for pivotally connecting rail vehicles or rail vehicle parts.
  • the European standard EN 15227 must be met. It is necessary to provide a rail vehicle with energy absorbing elements.
  • the energy dissipation elements are formed, the z. B. at an impact of the rail vehicle on an obstacle resulting impact energy at least partially defined by defined deformation or destruction to absorb or reduce.
  • the introduction of excessive impact energy in the rest, less easily exchanged structure of the vehicle and thus the damage to this remaining vehicle structure and the risk of injury to passengers can be at least reduced, but preferably completely avoided.
  • Rail vehicles are in particular high-speed, long-distance, local transport, transport trains or trams.
  • Rail vehicle parts are in particular wagons, car bodies, modules or car parts of a rail vehicle or a rail vehicle network to understand.
  • DE 102007044745 A1 relates to a rail vehicle with impact energy dissipating wall structure, comprising a car body comprising a plurality of structural components, each of which substantially determines the structural strength of the car body, wherein the plurality of structural components comprises at least one wall member which forms at least part of a wall of the car body.
  • the wall component is formed by a metal sandwich structure, wherein the sandwich structure comprises two outer metallic cover layers and at least one core of a metallic foam material arranged between the cover layers.
  • the disadvantage here is that is deformed when exposed to impact energy of the car body.
  • EP 1 312 527 A1 discloses a hinge assembly for articulating car bodies of a multi-unit vehicle, characterized by at least one energy dissipation member which dissipates energy due to a shock transmitted from a car body to an adjacent connected car body.
  • the energy absorbing member includes, for example, a deformation element, which in the Joint assembly is integrated backlash.
  • EP 2 554 452 A1 shows a connecting device, which is suitable for connecting a first chassis and a second chassis of a rail vehicle, having a first connecting element with a first end, which is adapted to be attached to a chassis of a rail vehicle and a second end, the first end in Direction opposite to a longitudinal axis.
  • the first connecting element has a through hole or a recess which is suitable for a pivot pin to be held in the through hole or the recess.
  • the first connection part has a frame substructure forming the second end and extending from the second end to the first end.
  • the frame substructure has an inwardly directed surface at the second end.
  • a second connecting member has a first end adapted to be fixed to a chassis of a rail-bound vehicle and a second end opposite the first end in the direction of a longitudinal axis.
  • the second member has a through hole or a recess, wherein a second portion of the connecting pin is held in the through hole or the recess of the second connecting member.
  • There is also an energy absorbing element having a first end and a second end.
  • the first end of the energy absorbing member has a contact surface in contact with the portion of the outer surface of the pivot pin facing the first end of the first hinge member, the contact surface facing the second end of the first hinge member and forming another portion of the surface defining the through hole or the recess is limited.
  • the second end of the energy absorbing member is in contact with a support member located closer to the first end of the first connection member than the connection pin or at the first end of the first connection member.
  • the frame substructure has guide surfaces which are arranged to guide the pivot pin along the longitudinal axis when the pivot pin is moved from its position of being held in the through hole or recess to the first end of the first connection member in a manner , which is the first end of the energy absorption part in the direction of the first End of the first connecting element moves, wherein the energy absorbing element absorbs energy.
  • the object of the present invention is to provide an energy absorbing element for a rail vehicle, which does not have this disadvantage.
  • the energy absorbing element should be able to absorb impact energy in such a way that the rest of the vehicle structure is as little as possible or at least minimally damaged.
  • the hinge is designed such that it z. B. by the action of a certain force, such as an impact force acting against the rail vehicle can be upset.
  • a certain force such as an impact force acting against the rail vehicle can be upset.
  • the first and second parts are translationally movable relative to one another.
  • the energy can be dissipated by deformation of the first and / or the second part.
  • the deformation of the first and / or the second part takes place in the region of the elongated opening.
  • the deformation of the first and / or the second part is preferably irreversible.
  • the swivel can be easily removed after deformation and replaced with a mint swivel.
  • the first and the second part are pivotally coupled together.
  • the pivotal coupling of the first and the second part is made possible by the coupling element.
  • the coupling element may be an integral part of the first or the second part.
  • the coupling element may be formed on the first or second part of the coupling element, in particular formed, be.
  • the coupling element may not be detachably connected to the first or second part.
  • the coupling element may be positively and / or materially connected to one of the parts.
  • the rotary joint With the rotary joint rail vehicles or rail vehicle parts can be coupled to each other pivotally. At the same time, the rotary joint has an energy dissipation function.
  • the rotary joint can be arranged in the area above a Jakobs bogie, as described below.
  • the coupling element can penetrate the elongate opening with the engaging portion.
  • the coupling element may be rotatable in the elongated opening or may not be rotatable, as described below in various embodiments.
  • one of the parts has a recess into which the coupling element can be introduced.
  • the part with the recess does not have the elongated opening, and the other part has the elongated opening.
  • the recess is for example a continuous recess, also referred to as a through hole into which the coupling element can be inserted.
  • the coupling element can be rotatable in the recess.
  • the recess is preferably formed circularly symmetrical.
  • the first part and / or the second part has at least one spring element.
  • the spring element is arranged in particular between the coupling element and the first part or between the coupling element and the second part. If one of the parts has a recess described above or in particular a continuous recess, then the spring element is preferably disposed within the recess of the relevant part, preferably between the coupling element and the part. The spring element can engage around the coupling element.
  • the spring element is designed to absorb smaller forces, in particular impact forces, which are insufficient to cause an irreversible deformation of the first and / or the second part.
  • the spring element is designed in particular as a reversible energy dissipation element. After the travel of the spring element is used up, can according to the above-described mechanism of action expansion the elongated opening and a preferably irreversible deformation of the rotary joint in the region of the elongated opening take place.
  • a pitching movement and / or a rolling movement between the first and the second part of the rotary joint can be made possible by the spring element, or a pitching motion and / or a rolling motion between car parts or wagons of a rail vehicle, which are coupled via the rotary joint.
  • a pitching motion is a relative rotation of the first part and the second part, or coupled parts of the wagon, about the transverse axis (Y-axis).
  • a roll motion is a relative rotation of the first part and the second part, or coupled parts of the wagon, about the longitudinal axis (X-axis).
  • the spring element is designed as an elastically deformable element, for. B. formed as elastomeric plastic.
  • the rotary joint is designed such that the first part is fork-shaped in cross-section and the second part in cross-section tongue-shaped, in other words tab-shaped, is formed.
  • the fork-shaped first part may comprise the tongue-shaped second part.
  • the rotary joint is designed such that the coupling element has a rotationally symmetrical section, so that the first part and the second part are rotatable relative to one another about the axis of rotation of the rotationally symmetrical section.
  • the first and / or the second part may be rotatable about the rotationally symmetric portion.
  • This rotationally symmetric portion is to be distinguished from a portion which engages in an elongated opening. It may be a portion which engages in an elongated opening, rotationally symmetrical or not, as explained below.
  • a portion which engages in an elongated opening of a part of the rotary joint is not rotationally symmetrical, there may be a rotationally symmetrical (not engaging in an elongated opening) portion which is preferably inserted into an opening in the second part, wherein the rotationally symmetrical portion is preferably made to fit the opening, the opening in the second part is therefore preferably also rotationally symmetrical.
  • the opening in the second part may be formed within a still described spring element.
  • the rotary joint is designed such that the engaging portion of the coupling element is rotationally symmetrical.
  • the coupling element can in this case be rotatable in the elongated opening.
  • the coupling element is continuously rotationally symmetrical in cross section.
  • the coupling element can, for. B. be designed as a bolt. This embodiment proves to be particularly advantageous in the production of the coupling element, since circular-symmetrical shapes are easier to produce than others.
  • the engaging portion of the coupling member may include a first side surface and a second side surface tapering from the first end portion of the at least one elongated opening toward the second end portion of the elongated opening.
  • the engaging portion of the coupling element has in particular a trapezoidal cross-section. This embodiment offers particular advantages in the calculation of the design of the parts of the swivel joint with regard to an impact energy to be absorbed.
  • the first side surface of the engaging portion may abut a first inner surface of the elongate opening and the second side surface of the engaging portion may abut a second inner surface of the elongated opening.
  • the first inner surface of the elongate opening and the second inner surface of the elongate opening taper toward each other towards the second end portion of the elongate opening.
  • the surfaces of the engaging portion of the coupling element and the inner surfaces of the elongated opening are preferably planar surfaces.
  • the first part and the second part may each have at least one fastening element with which the first and the second part can be fastened to a rail vehicle or to a rail vehicle part.
  • the fastening element in plan view is square or rectangular.
  • the invention includes all conceivable forms of the fastener.
  • the fastener may, for. B. be formed plate-shaped. It is also conceivable fastener with fasteners such. B. screws, cooperates.
  • the fastening element may be formed on the first or on the second part, in particular as an integral part of this part, in particular formed, be.
  • rail vehicle which has at least one previously described rotary joint.
  • the hinge can z. B. between bases, structural components, in particular cross members, or end walls of adjacent rail vehicle parts preferably car bodies or modules, be arranged.
  • the rotary joint can be fastened to subframes, structural components, in particular cross members, or end walls of adjacent rail vehicle parts, preferably car bodies or modules. It is also conceivable that two or more swivel joints are present between two rail vehicle parts.
  • the rail vehicle may have a Jakobs bogie.
  • two adjacent rail vehicle parts such as car bodies or modules, can be supported on a common, so-called Jakob bogie.
  • Jakobs bogie the two consecutive rail vehicle parts are supported simultaneously on one and the same bogie, so that the bogie is located directly under the transition between two fixed rail vehicle parts.
  • the swivel joint can be arranged above the Jakobs bogie between rail vehicle parts, so that adjacent rail vehicle parts can be coupled to one another via the Jakobs rotary position and via the swivel joint.
  • the rail vehicle may have multiple pivots and Jakobs bogies.
  • the combination of the rotary joint according to the invention with a Jakobs bogie is advantageous because an energy dissipation element is provided in the region of the Jacob bogie.
  • the rotary joint according to the invention may be designed so that it does not allow sideward displacements of adjacent car bodies relative to one another. Rotational movements about the vertical axis (Z-axis), optionally rotational movements about the transverse axis (Y-axis, pitch), optionally rotational movements about the longitudinal axis (X-axis, rolling) and in the case of a sufficiently large impact, a translational movement along the longitudinal axis, wherein an energy consumption takes place.
  • a translation movement of adjacent car bodies relative to one another along the transverse axis is preferably not provided, as is also not provided in the case of Jakobs bogies such a translational movement. Therefore, the rotary joint according to the invention can be advantageously combined with a Jakobs bogie.
  • Fig. 1 schematically shows a side view of a hinge 10.
  • the hinge 10 comprises a first part 1 and a second part 2.
  • the first part 1 and the second part 2 have fastening elements 6a and 6b, which are angled T-shaped.
  • the first part 1 and the second part 2 are coupled to each other via the coupling element 3, designed as a bolt.
  • the first part 1 and the second part 2 are formed in the form of tabs in this embodiment.
  • the coupling element 3 has engaging portions 4a and 4b and two end portions 5 which are formed as widened heads of the coupling element 3.
  • the first 1 and second parts have elongated openings 11, 12 (in particular in FIG Fig. 3 shown).
  • the coupling element 3 is located with its first engaging portion 4a in the elongated opening 11 of the first part 1 and with its second engaging portion 4b in the elongated opening 12 of the second part 2.
  • the elongated openings 11, 12 formed continuously,
  • the coupling element 3 makes it possible for the first part 1 and the second part 2 to be rotatable relative to each other about the longitudinal axis 21 of the coupling element 3.
  • FIG. 2 shows the Fig. 2 in the Fig. 1 illustrated embodiment of the rotary joint and in plan view, wherein the first part 1, the elongated opening 11 and the second part having the elongated opening 12.
  • the width of the elongated opening 11 of the first part 1 decreases from the first end portion 11a of the elongated opening 11 of the first part 1 toward the second end portion 11b of the elongated opening 11 of the first part 1.
  • the width of the elongated opening 12 of the second part 2 decreases from the first end portion 12a of the elongate opening 12 of the second part 2 towards the second end portion 12b of the elongate opening 12 of the second part 2.
  • the coupling element 3 in the first end portion 11 a of the elongated opening 11 of the first part 1 and in the first end portion 12 a of the elongated opening 12 of the second part 2 inserted, as in the plan view of Fig. 2 to see in which the end portion 5 is not shown.
  • the coupling element 3 is shown hatched here to show its presence in cross section.
  • the coupling element including its in the elongated openings 11, 12 engaging portions 4a, 4b formed in plan view rotationally symmetrical.
  • the coupling element 3 can perform a preferably linear movement from the first end region 12a of the elongated opening 12 in the direction of the second end region 12b of the elongate opening 12 of the second part 2.
  • the elongated opening 12 of the second part in particular in the second end portion 12 b of the elongated opening 12, widened.
  • the crash energy is absorbed.
  • the coupling element 3 can perform a preferably linear movement from the first end portion 11 a of the elongated opening 11 in the direction of the second end portion 11 b of the elongated opening 11 of the first part 1, so that the elongated opening 11 of the first part 1 expands and the first part 1 is deformed.
  • the first 1 and / or second part 2 deform in a crash, preferably irreversibly.
  • the first part 1 is designed substantially as a tab, except for the fastener, and the second part 2 as a fork.
  • the first part 1 has a shaded spring element 13, which is formed as an annular element and in a recess 110 of the first part 1, which is formed continuously in this embodiment, is introduced.
  • the hatching of part 13 in Fig. 3a / 3b should represent the location and demarcation of the part, not the structural design.
  • the spring element is a rubber ring.
  • the second part 2 has two superimposed and along the axis x in Fig. 2 (Which is preferably the longitudinal axis of a vehicle, extending legs 14, 15. Each leg 14, 15 each has an elongated opening 120 and 121. The two elongated openings 120 and 121 are formed continuously .
  • the vertical distance between the two legs 14th , 15, ie the distance in y-direction in Fig. 2 is chosen so that between the legs of the second part 14, 15 a space for receiving the first part 1 remains.
  • the first part 1 engages with the tab-shaped portion in the space between the legs 14, 15 of the second part 2 a.
  • the coupling element 3 in the form of a bolt, penetrates the recess 110 with a central engaging portion 4 c, which is delimited by dotted lines, and is surrounded by the spring element 13. Alternatively it can be provided that the spring element is provided elsewhere and the middle engaging portion 4c is inserted for positive connection in a correspondingly narrower dimensioned recess 110.
  • a lower engaging portion 4a of the coupling element 3 penetrates the elongated opening 12c of the leg 14 of the second part 2. Further penetrates an upper engaging portion 4b of the coupling element 3, the elongated opening 121 of the other leg 15 of the second part 2.
  • the bolt 13, at Position of the sections 4a and 4b in the end portions 120a and 121a, within the recesses 120, 121 rotatable.
  • the end regions 120a and 121a of the openings 120, 121 are in the narrower sense the regions in which the sections 4a and 4b of the bolt 13 are located, which is only inadequately represented by the reference line in this view due to the congruence.
  • the reference numerals to 120a and 121a are set slightly adjacent to the sections 4a and 4b, these points of the openings 120, 121 are also attributed to the end region here.
  • An analogous representation was made in Fig. 2 selected. In Fig.
  • 3c is the elongated opening 121 of the second part 2 (alternatively it could be the opening 120, 11 or 12) with no coupling element inserted and with the location of the end regions 121a and 121b (alternatively, the end regions 11a / 11b, 12a / 12b or 120a / 120b).
  • Fig. 3b is the first part 1 according to the in Fig. 3a illustrated embodiment of the invention shown in plan view.
  • the spring element 13 In the middle of the spring element 13 is the engaging portion 4c of the coupling element 3, which is surrounded by the spring element 13.
  • the representation is not to scale Fig. 3a and 3c , as well as the Fig. 3a, 3b and 3c are not equal to each other to scale. For example, this is evident from the fact that the bolt 3 in Fig. 3b has a smaller diameter than in Fig. 3a and, for example, not accurately in the first end portion 121 a of Fig. 3c would fit, like this in Fig. 3a and 4 is shown.
  • Fig. 4 shows a perspective view of the in Fig. 3a illustrated embodiment of the invention. Visible in this embodiment, the shape of the elongated openings 120, 121, which has the same shape as the elongated openings 11, 12 in the embodiment of the Fig. 1 and 2 ,
  • the coupling element 3 is now moved in both elongated openings 120, 121 of the second part 2 and moved in from the first end portions 120a, 121a toward the second end portions 102b, 121b of the elongated openings 120, 121, whereby the elongated openings 120, 121 are widened and the tabs 14, 15 of the second part 2 are deformed. This absorbs the crash energy.
  • FIG. 12 shows a perspective view of another embodiment of the pivot joint 101 according to the invention.
  • This embodiment differs in the shape of the sections of the modified coupling element 30 engaging in the elongated openings 122, 123 and in the shape of the elongate openings 122, 123 , 123 engaging portions of the coupling element 30 are formed as trapezoidal heads, of which in Fig. 5 only an upper engaging portion 40b can be seen.
  • this is also on the Fig. 3a referred to, where the shape of the engaging in elongated openings 121, 122 sections 4a and 4b in cross-section is round.
  • the shape of the engaging in elongated openings 121, 122 sections 4a and 4b in cross-section is round.
  • the analogous engaging portions are trapezoidal in cross section and the ends of the elongated openings 121, 122 are square, with the wider end of the elongate opening fittingly enclosing the trapezoidal portion from three sides.
  • the engaging portion 40b occupies the same position in the hinge 101 as the engaging portion 4b in FIG Fig. 3 ,
  • the connection of the coupling element 30 with the first part 1 is identical to the connection of the coupling element 3 with the first part 1 Fig. 3a and 3b ,
  • the coupling element 30 with the not shown, too Fig.
  • the coupling element 30 can rotate together with the rubber ring 13 within the recess 110, or rotate within the rubber ring 13.
  • the coupling element 30 is not rotatable due to the trapezoidally shaped engaging portion 40b.
  • the engaging portions 4a, 4b are round and rotatable in the elongated openings 120, 121, so that the coupling element 3 is rotatable against the part 2.
  • the engaging portion 4c of the bolt 3 may be rotatable in the recess 110, for example inside the rubber ring 13 or together with the rubber ring 13, or it may not be rotatable there, because the rotatability of the bolt within the elongated openings for the articulated connection is sufficient.
  • each wider heads 5 may be provided at the ends of the bolt 3, as in Fig. 1 shown to prevent slipping of the bolt 3.
  • such common heads can be provided.
  • Fig. 6 shows a view of the embodiment Fig. 5 from above.
  • the trapezoidal engaging portion 40 b is disposed at the first end portion 122 a of the elongated opening 12.
  • the engaging portion has a first side surface 16 and an opposite second side surface 17 tapering from the first end portion 122a of the elongated opening 122 toward the second end portion 122b of the elongated opening 122.
  • the side surfaces 16, 17 of the trapezoidal engaging portion 4 abut against side surfaces 25, 26 of the elongate opening 122.
  • a trapezoidal section of the coupling element 30 engaging in the oblong opening 123 has two side faces (not shown) running at an angle to one another.
  • the mechanism of action and energy consumption in the event of a crash is similar to the embodiment of FIG Fig. 3 and 4 ,
  • the cross-sectionally trapezoidal engaging portion 40b of the coupling element is displaced in the elongated opening 12 from the first end portion 122a toward the second end portion 122b with the side surfaces 16, 17 of the engaging portion 40b sliding along the side surfaces 25, 26 of the elongated opening 12 and the opening 122 is widened.
  • the crash energy is absorbed.
  • This embodiment differs from that previously described in Fig. 3 and 4 embodiment shown by embodiment of the engaging portions 4a, 4b and 4c of the coupling element 3 and the shape of the elongated openings 12c, 12d of the second part second
  • the engaging in the elongated openings 12 c, d portions 4 a, 4 b of the coupling element 3 are formed as trapezoidal heads, of which in Fig. 5 only an upper engaging portion 4b can be seen.
  • a rail vehicle 500 is shown in a section.
  • a first wagon 200 is connected to another wagon 300 via a Jacob bogie 400 and via a rotary joint 10 according to the invention.
  • the pivot 10 (or 100 or 101) is disposed above the Jacob bogie 400.
  • the rotary joint 10 according to the invention is arranged, for example, on carriers of a vehicle body structure of the wagons 300, 400, in particular on crossbeams.
  • the wagons 200 and 300 are coupled to each other via a Jacob bogie and the pivot 10 such that no lateral displacement of the wagons 200, 300 relative to each other is possible.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Bridges Or Land Bridges (AREA)
  • Pivots And Pivotal Connections (AREA)

Description

Die Erfindung betrifft ein Drehgelenk zum drehgelenkigen Verbinden von Schienenfahrzeugen oder Schienenfahrzeugteilen.The invention relates to a rotary joint for pivotally connecting rail vehicles or rail vehicle parts.

In Hinblick auf eine Kollisionssicherheit von Schienenfahrzeugen ist die europäische Norm EN 15227 zu erfüllen. Es ist erforderlich, ein Schienenfahrzeug mit Energieverzehrelementen zu versehen. Die Energieverzehrelemente sind ausgebildet, die z. B. bei einem Aufprall des Schienenfahrzeugs auf ein Hindernis anfallende Stoßenergie zumindest teilweise durch definierte Verformung oder Zerstörung definiert zu absorbieren bzw. abzubauen. Damit kann die Einleitung übermäßiger Stoßenergie in die übrige, weniger leicht auszutauschende Struktur des Fahrzeugs und damit die Beschädigung dieser übrigen Fahrzeugstruktur sowie das Verletzungsrisiko für Passagiere zumindest reduziert, vorzugsweise aber vollständig vermieden werden.With regard to collision safety of rail vehicles, the European standard EN 15227 must be met. It is necessary to provide a rail vehicle with energy absorbing elements. The energy dissipation elements are formed, the z. B. at an impact of the rail vehicle on an obstacle resulting impact energy at least partially defined by defined deformation or destruction to absorb or reduce. Thus, the introduction of excessive impact energy in the rest, less easily exchanged structure of the vehicle and thus the damage to this remaining vehicle structure and the risk of injury to passengers can be at least reduced, but preferably completely avoided.

Schienenfahrzeuge sind insbesondere Hochgeschwindigkeits-, Fernverkehrs, Nahverkehrs-, Transportzüge oder Straßenbahnen. Unter Schienenfahrzeugteilen sind insbesondere Waggons, Wagenkästen, Module oder Wagenteile eines Schienenfahrzeugs oder eines Schienenfahrzeugverbunds zu verstehen.Rail vehicles are in particular high-speed, long-distance, local transport, transport trains or trams. Rail vehicle parts are in particular wagons, car bodies, modules or car parts of a rail vehicle or a rail vehicle network to understand.

DE 102007044745 A1 betrifft ein Schienenfahrzeug mit Stoßenergie verzehrender Wandstruktur, mit einem Wagenkasten, der eine Mehrzahl von Strukturbauteilen umfasst, welche die strukturelle Festigkeit des Wagenkastens jeweils wesentlich bestimmen, wobei die Mehrzahl von Strukturbauteilen wenigstens ein Wandungsbauteil umfasst, welches zumindest einen Teil einer Wandung des Wagenkastens bildet. Das Wandungsbauteil ist von einer Sandwichstruktur aus Metall gebildet, wobei die Sandwichstruktur zwei äußere metallische Decklagen und wenigstens einen zwischen den Decklagen angeordneten Kern aus einem metallischen Schaummaterial umfasst. Nachteilig hierbei ist, dass bei der Einwirkung von Stoßenergie der Wagenkasten verformt wird. DE 102007044745 A1 relates to a rail vehicle with impact energy dissipating wall structure, comprising a car body comprising a plurality of structural components, each of which substantially determines the structural strength of the car body, wherein the plurality of structural components comprises at least one wall member which forms at least part of a wall of the car body. The wall component is formed by a metal sandwich structure, wherein the sandwich structure comprises two outer metallic cover layers and at least one core of a metallic foam material arranged between the cover layers. The disadvantage here is that is deformed when exposed to impact energy of the car body.

EP 1 312 527 A1 offenbart eine Gelenkanordnung zum gelenkigen Verbinden von Wagenkästen eines mehrgliedrigen Fahrzeugs, gekennzeichnet durch wenigstens ein Energieverzehrglied, welches die durch einen von einem Wagenkasten auf einen benachbarten, verbundenen Wagenkasten übertragenen Stoß anfallende Energie abbaut. Das Energieverzehrglied enthält beispielsweise ein Deformationselement, das in der Gelenkanordnung spielfrei integriert ist. EP 1 312 527 A1 discloses a hinge assembly for articulating car bodies of a multi-unit vehicle, characterized by at least one energy dissipation member which dissipates energy due to a shock transmitted from a car body to an adjacent connected car body. The energy absorbing member includes, for example, a deformation element, which in the Joint assembly is integrated backlash.

EP 2 554 452 A1 zeigt eine Verbindungseinrichtung, die zum Verbinden eines ersten Chassis und eines zweiten Chassis eines Schienenfahrzeugs geeignet ist, mit einem ersten Verbindungselement mit einem ersten Ende, das geeignet ist, an einem Chassis eines Schienenfahrzeugs befestigt zu sein und einem zweiten Ende, das dem ersten Ende in Richtung einer Längsachse gegenüberliegt. Das erste Verbindungselement weist ein Durchgangsloch oder eine Ausnehmung auf, die für einen in dem Durchgangsloch oder der Ausnehmung zu haltenden Gelenkzapfen geeignet ist. Das erste Verbindungsteil weist eine Rahmenunterkonstruktion auf, die das zweite Ende bildet und sich von dem zweiten Ende zu dem ersten Ende erstreckt. Die Rahmenunterkonstruktion weist eine nach innen gerichtete Oberfläche am zweiten Ende auf. Das zweite Ende ist dem ersten Ende zugewandt und steht mit dem dem zweiten Ende des ersten Gelenkglieds zugewandten Teil der Außenfläche des Gelenkzapfens in Berührung. Die nach innen weisenden Flächen bilden einen Teil der Oberfläche, die das Durchgangsloch oder die Aussparung begrenzt. Ein zweites Verbindungselement weist ein erstes Ende auf, das geeignet ist, an einem Chassis eines schienengebundenen Fahrzeugs befestigt zu sein, und ein zweites Ende gegenüber dem ersten Ende in Richtung einer Längsachse. Das zweite Glied weist ein Durchgangsloch oder eine Ausnehmung auf, wobei ein zweiter Abschnitt des Verbindungsstiftes in dem Durchgangsloch oder der Ausnehmung des zweiten Verbindungselements gehalten ist. Weiterhin vorhanden ist ein Energieabsorptionselement mit einem ersten Ende und einem zweiten Ende. Das erste Ende des Energieabsorptionselements hat eine Kontaktfläche, die mit dem dem ersten Ende des ersten Gelenkglieds zugewandten Teil der Außenfläche des Gelenkzapfens in Berührung steht, wobei die Kontaktfläche dem zweiten Ende des ersten Gelenkelements zugewandt ist und einen weiteren Teil der Oberfläche bildet, die das Durchgangsloch oder die Ausnehmung begrenzt. Das zweite Ende des Energieabsorptionselements steht mit einem Stützglied in Kontakt, das näher zum ersten Ende des ersten Verbindungselements angeordnet ist als der Verbindungsstift oder an dem ersten Ende des ersten Verbindungselements . Die Rahmenunterkonstruktion hat Führungsflächen, die so angeordnet sind, dass sie den Gelenkzapfen entlang der Längsachse führen, wenn der Gelenkzapfen aus seiner Position, in der er gehalten wird, in dem Durchgangsloch oder der Ausnehmung zu dem ersten Ende des ersten Verbindungselements in einer Weise bewegt wird, die das erste Ende des Energieabsorptionsteils in Richtung des ersten Endes des ersten Verbindungselements bewegt, wobei das Energieabsorptionselement Energie absorbiert. EP 2 554 452 A1 shows a connecting device, which is suitable for connecting a first chassis and a second chassis of a rail vehicle, having a first connecting element with a first end, which is adapted to be attached to a chassis of a rail vehicle and a second end, the first end in Direction opposite to a longitudinal axis. The first connecting element has a through hole or a recess which is suitable for a pivot pin to be held in the through hole or the recess. The first connection part has a frame substructure forming the second end and extending from the second end to the first end. The frame substructure has an inwardly directed surface at the second end. The second end faces the first end and is in contact with the part of the outer surface of the pivot pin facing the second end of the first hinge member. The inwardly facing surfaces form part of the surface that defines the through hole or recess. A second connecting member has a first end adapted to be fixed to a chassis of a rail-bound vehicle and a second end opposite the first end in the direction of a longitudinal axis. The second member has a through hole or a recess, wherein a second portion of the connecting pin is held in the through hole or the recess of the second connecting member. There is also an energy absorbing element having a first end and a second end. The first end of the energy absorbing member has a contact surface in contact with the portion of the outer surface of the pivot pin facing the first end of the first hinge member, the contact surface facing the second end of the first hinge member and forming another portion of the surface defining the through hole or the recess is limited. The second end of the energy absorbing member is in contact with a support member located closer to the first end of the first connection member than the connection pin or at the first end of the first connection member. The frame substructure has guide surfaces which are arranged to guide the pivot pin along the longitudinal axis when the pivot pin is moved from its position of being held in the through hole or recess to the first end of the first connection member in a manner , which is the first end of the energy absorption part in the direction of the first End of the first connecting element moves, wherein the energy absorbing element absorbs energy.

Die Aufgabe der vorliegenden Erfindung liegt darin, ein Energieverzehrelement für ein Schienenfahrzeug anzugeben, das diesen Nachteil nicht aufweist. Das Energieverzehrelement sollte in der Lage sein, Stoßenergie so zu absorbieren, dass dabei die übrige Fahrzeugstruktur möglichst gar nicht oder zumindest nur minimal beschädigt wird.The object of the present invention is to provide an energy absorbing element for a rail vehicle, which does not have this disadvantage. The energy absorbing element should be able to absorb impact energy in such a way that the rest of the vehicle structure is as little as possible or at least minimally damaged.

Vorgeschlagen wird ein Drehgelenk zum drehgelenkigen Verbinden von Schienenfahrzeugen oder Schienenfahrzeugteilen, wobei das Drehgelenk aufweist:

  • ein erstes Teil und ein zweites Teil, wobei das erste Teil und/oder das zweite Teil zumindest eine längliche Öffnung aufweist, wobei die Öffnung einen ersten Endbereich und einen zweiten Endbereich aufweist, wobei die Breite der Öffnung von dem ersten Endbereich in Richtung des zweiten Endbereichs abnimmt,
  • ein Koppelelement, über welches das erste Teil und das zweite Teil relativ zueinander drehbar gekoppelt sind, wobei das Koppelelement mit einem eingreifenden Abschnitt in die längliche Öffnung eingreift, und der eingreifende Abschnitt in Normallage in dem ersten Endbereich der länglichen Öffnung angeordnet ist,
wobei das Koppelelement bei Stauchung des Drehgelenks in Richtung des zweiten Endbereichs bewegbar ist, wobei die Öffnung durch die Bewegung des Koppelelements aufweitbar ist und dadurch das erste Teil und/oder das zweite Teil verformbar ist.A rotary joint is proposed for pivotally connecting rail vehicles or rail vehicle parts, the rotary joint having:
  • a first part and a second part, the first part and / or the second part having at least one elongated opening, the opening having a first end portion and a second end portion, wherein the width of the opening from the first end portion toward the second end portion decreases
  • a coupling element, via which the first part and the second part are rotatably coupled relative to each other, wherein the coupling element engages with an engaging portion in the elongated opening, and the engaging portion is arranged in normal position in the first end region of the elongated opening,
wherein the coupling element is movable in compression of the rotary joint in the direction of the second end region, wherein the opening is expandable by the movement of the coupling element and thereby the first part and / or the second part is deformable.

Das Drehgelenk ist derart ausgebildet, dass es z. B. durch Einwirken einer bestimmten Kraft, wie eine Aufprallkraft, die gegen das Schienenfahrzeug wirkt, gestaucht werden kann. Bei der Stauchung sind das erste und zweite Teil bei zueinander translatorisch beweglich. Somit kann die Energie durch Verformung des einen ersten und/oder des zweiten Teils abgebaut werden. Dabei findet die Verformung des ersten und/oder des zweiten Teils im Bereich der länglichen Öffnung statt. Die Verformung des ersten und/oder des zweiten Teils ist vorzugsweise irreversibel. Das Drehgelenk kann nach einer Verformung leicht entfernt und gegen ein neuwertiges Drehgelenk ausgetauscht werden.The hinge is designed such that it z. B. by the action of a certain force, such as an impact force acting against the rail vehicle can be upset. During compression, the first and second parts are translationally movable relative to one another. Thus, the energy can be dissipated by deformation of the first and / or the second part. In this case, the deformation of the first and / or the second part takes place in the region of the elongated opening. The deformation of the first and / or the second part is preferably irreversible. The swivel can be easily removed after deformation and replaced with a mint swivel.

Bei dem Drehgelenk sind das erste und das zweite Teil drehgelenkig miteinander gekoppelt. Die drehgelenkige Kopplung des ersten und des zweiten Teils wird durch das Koppelelement ermöglicht. Das Koppelelement kann ein integraler Bestandteil des ersten oder des zweiten Teils sein. Das Koppelelement kann an dem ersten oder zweiten Teil das Koppelelement ausgebildet, insbesondere ausgeformt, sein. Das Koppelelement kann mit dem ersten oder zweiten Teil nicht lösbar verbunden sein. Das Koppelelement kann mit einem der Teile form- und/oder stoffschlüssig verbunden sein.In the rotary joint, the first and the second part are pivotally coupled together. The pivotal coupling of the first and the second part is made possible by the coupling element. The coupling element may be an integral part of the first or the second part. The coupling element may be formed on the first or second part of the coupling element, in particular formed, be. The coupling element may not be detachably connected to the first or second part. The coupling element may be positively and / or materially connected to one of the parts.

Mit dem Drehgelenk können Schienenfahrzeuge oder Schienenfahrzeugteile miteinander drehgelenkig gekoppelt werden. Gleichzeitig weist das Drehgelenk eine Energieverzehrfunktion auf.With the rotary joint rail vehicles or rail vehicle parts can be coupled to each other pivotally. At the same time, the rotary joint has an energy dissipation function.

Besonders vorteilhaft kann das Drehgelenk im Bereich über einem Jakobs-Drehgestell angeordnet werden, wie nachfolgend noch beschrieben.Particularly advantageously, the rotary joint can be arranged in the area above a Jakobs bogie, as described below.

Das Koppelelement kann die längliche Öffnung mit dem eingreifenden Abschnitt durchdringen.The coupling element can penetrate the elongate opening with the engaging portion.

Das Koppelelement kann in der länglichen Öffnung drehbar sein oder nicht drehbar sein, wie nachfolgend an verschiedenen Ausführungsformen beschrieben.The coupling element may be rotatable in the elongated opening or may not be rotatable, as described below in various embodiments.

In einer Ausführungsform weist eines der Teile eine Aussparung auf, in die das Koppelelement einbringbar ist. In dieser Variante weist das Teil mit der Aussparung nicht die längliche Öffnung auf, und das andere Teil weist die längliche Öffnung auf. Die Aussparung ist beispielsweise eine durchgehende Aussparung, auch bezeichnet als Durchgangsloch, in welches das Koppelelement einsteckbar ist. Das Koppelement kann in der Aussparung drehbar sein. Die Aussparung ist vorzugsweise kreissymmetrisch ausgebildet.In one embodiment, one of the parts has a recess into which the coupling element can be introduced. In this variant, the part with the recess does not have the elongated opening, and the other part has the elongated opening. The recess is for example a continuous recess, also referred to as a through hole into which the coupling element can be inserted. The coupling element can be rotatable in the recess. The recess is preferably formed circularly symmetrical.

Insbesondere weist das erste Teil und/oder das zweite Teil zumindest ein Federelement auf. Das Federelement ist insbesondere zwischen dem Koppelelement und dem ersten Teil oder zwischen dem Koppelelement und dem zweiten Teil angeordnet. Wenn eines der Teile eine vorangehend beschriebene Aussparung oder insbesondere eine durchgehende Aussparung aufweist, dann ist das Federelement vorzugsweise innerhalb der Aussparung des betreffenden Teils angeordnet, vorzugsweise zwischen dem Koppelement und dem Teil. Das Federelement kann das Koppelelement umgreifen.In particular, the first part and / or the second part has at least one spring element. The spring element is arranged in particular between the coupling element and the first part or between the coupling element and the second part. If one of the parts has a recess described above or in particular a continuous recess, then the spring element is preferably disposed within the recess of the relevant part, preferably between the coupling element and the part. The spring element can engage around the coupling element.

Das Federelement ist ausgebildet, kleinere Kräfte, insbesondere Stoßkräfte, die nicht ausreichen, um eine irreversible Verformung des ersten und/oder des zweiten Teils hervorzurufen, aufzunehmen. Das Federelement ist insbesondere als reversibles Energieverzehrelement ausgebildet. Nachdem der Federweg des Federelements aufgebraucht ist, kann gemäß dem oben dargestellten Wirkmechanismus eine Aufweitung der länglichen Öffnung und eine vorzugsweise irreversible Verformung des Drehgelenks im Bereich der länglichen Öffnung erfolgen.The spring element is designed to absorb smaller forces, in particular impact forces, which are insufficient to cause an irreversible deformation of the first and / or the second part. The spring element is designed in particular as a reversible energy dissipation element. After the travel of the spring element is used up, can according to the above-described mechanism of action expansion the elongated opening and a preferably irreversible deformation of the rotary joint in the region of the elongated opening take place.

Weiterhin können durch das Federelement eine Nickbewegung und/oder eine Wankbewegung zwischen dem ersten und dem zweiten Teil des Drehgelenks ermöglicht werden, bzw. eine Nickbewegungen und/oder eine Wankbewegung zwischen Wagenteilen oder Waggons eines Schienenfahrzeugs, die über das Drehgelenk gekoppelt sind. Eine Nickbewegung ist eine relative Drehung des ersten Teils und des zweiten Teils, bzw. gekoppelter Wagenteile, um die Querachse (Y-Achse). Eine Wankbewegung ist eine relative Drehung des ersten Teils und des zweiten Teils, bzw. gekoppelter Wagenteile, um die Längsachse (X-Achse).Furthermore, a pitching movement and / or a rolling movement between the first and the second part of the rotary joint can be made possible by the spring element, or a pitching motion and / or a rolling motion between car parts or wagons of a rail vehicle, which are coupled via the rotary joint. A pitching motion is a relative rotation of the first part and the second part, or coupled parts of the wagon, about the transverse axis (Y-axis). A roll motion is a relative rotation of the first part and the second part, or coupled parts of the wagon, about the longitudinal axis (X-axis).

Vorzugsweise ist das Federelement als ein elastisch verformbares Element, z. B. als Elastomer-Kunststoff ausgebildet.Preferably, the spring element is designed as an elastically deformable element, for. B. formed as elastomeric plastic.

In einer Ausführungsform ist das Drehgelenk derart ausgestaltet, dass das erste Teil im Querschnitt gabelförmig ausgebildet ist und das zweite Teil im Querschnitt zungenförmig, anders ausgedrückt laschenförmig, ausgebildet ist. Somit kann das gabelförmig ausgebildete erste Teil das zungenförmig ausgebildete zweite Teil umfassen.In one embodiment, the rotary joint is designed such that the first part is fork-shaped in cross-section and the second part in cross-section tongue-shaped, in other words tab-shaped, is formed. Thus, the fork-shaped first part may comprise the tongue-shaped second part.

In einer speziellen Ausführungsform ist das Drehgelenk derart ausgestaltet, dass das Koppelelement einen rotationssymmetrischen Abschnitt aufweist, sodass das erste Teil und das zweite Teil relativ zueinander um die Rotationsachse des rotationssymmetrischen Abschnitts drehbar sind. Das erste und/oder das zweite Teil können um den rotationssymmetrischen Abschnitt drehbar sein. Dieser rotationssymmetrische Abschnitt ist zu unterscheiden von einem Abschnitt, der in eine längliche Öffnung eingreift. Es kann ein Abschnitt, der in eine längliche Öffnung eingreift, rotationssymmetrisch ausgebildet sein oder nicht, wie unten noch ausgeführt. Insbesondere wenn ein Abschnitt, der in eine längliche Öffnung eines Teils des Drehgelenks eingreift, nicht rotationssymmetrisch ausgebildet ist, kann ein rotationssymmetrischer (nicht in eine längliche Öffnung eingreifender) Abschnitt vorhanden sein, der vorzugsweise in eine Öffnung in dem zweiten Teil eingeführt ist, wobei der rotationssymmetrische Abschnitt vorzugsweise passgenau zu der Öffnung ausgeführt ist, die Öffnung in dem zweiten Teil also vorzugsweise ebenso rotationssymmetrisch ist. Die Öffnung in dem zweiten Teil kann innerhalb eines noch beschriebenen Federelements gebildet sein.In a specific embodiment, the rotary joint is designed such that the coupling element has a rotationally symmetrical section, so that the first part and the second part are rotatable relative to one another about the axis of rotation of the rotationally symmetrical section. The first and / or the second part may be rotatable about the rotationally symmetric portion. This rotationally symmetric portion is to be distinguished from a portion which engages in an elongated opening. It may be a portion which engages in an elongated opening, rotationally symmetrical or not, as explained below. In particular, if a portion which engages in an elongated opening of a part of the rotary joint is not rotationally symmetrical, there may be a rotationally symmetrical (not engaging in an elongated opening) portion which is preferably inserted into an opening in the second part, wherein the rotationally symmetrical portion is preferably made to fit the opening, the opening in the second part is therefore preferably also rotationally symmetrical. The opening in the second part may be formed within a still described spring element.

In einer noch spezielleren Ausführungsform ist das Drehgelenk derart ausgestaltet, dass der eingreifende Abschnitt des Koppelelements rotationssymmetrisch ausgebildet ist. Das Koppelelement kann hierbei in der länglichen Öffnung drehbar sein. Insbesondere ist das Koppelelement durchgängig rotationssymmetrisch im Querschnitt. Das Koppelelement kann z. B. als Bolzen ausgebildet sein. Als besonders vorteilhaft erweist sich diese Ausführungsform bei der Herstellung des Koppelelements, da kreissymmetrische Formen einfacher als andere herzustellen sind.In a still more specific embodiment, the rotary joint is designed such that the engaging portion of the coupling element is rotationally symmetrical. The coupling element can in this case be rotatable in the elongated opening. In particular, the coupling element is continuously rotationally symmetrical in cross section. The coupling element can, for. B. be designed as a bolt. This embodiment proves to be particularly advantageous in the production of the coupling element, since circular-symmetrical shapes are easier to produce than others.

In einer weiteren Ausführungsform kann der eingreifende Abschnitt des Koppelelements eine erste Seitenfläche und eine zweite Seitenfläche aufweisen, die vom ersten Endbereich der zumindest einen länglichen Öffnung schräg zueinander in Richtung des zweiten Endbereichs der länglichen Öffnung zulaufen. Der eingreifende Abschnitt des Koppelelements weist insbesondere einen trapezförmigen Querschnitt auf. Diese Ausführungsform bietet besondere Vorteile bei der Berechnung der Auslegung der Teile des Drehgelenks hinsichtlich einer zu absorbierenden Stoßenergie. Die erste Seitenfläche des eingreifenden Abschnitts kann an einer ersten Innenfläche der länglichen Öffnung anliegen und die zweite Seitenfläche des eingreifenden Abschnitts kann an einer zweiten Innenfläche der länglichen Öffnung anliegen. Die erste Innenfläche der länglichen Öffnung und die zweite Innenfläche der länglichen Öffnung laufen schräg zueinander in Richtung des zweiten Endbereichs der länglichen Öffnung zu. Die Flächen des eingreifenden Abschnitts des Koppelelements und die Innenflächen der länglichen Öffnung sind vorzugsweise plane Flächen.In another embodiment, the engaging portion of the coupling member may include a first side surface and a second side surface tapering from the first end portion of the at least one elongated opening toward the second end portion of the elongated opening. The engaging portion of the coupling element has in particular a trapezoidal cross-section. This embodiment offers particular advantages in the calculation of the design of the parts of the swivel joint with regard to an impact energy to be absorbed. The first side surface of the engaging portion may abut a first inner surface of the elongate opening and the second side surface of the engaging portion may abut a second inner surface of the elongated opening. The first inner surface of the elongate opening and the second inner surface of the elongate opening taper toward each other towards the second end portion of the elongate opening. The surfaces of the engaging portion of the coupling element and the inner surfaces of the elongated opening are preferably planar surfaces.

Das erste Teil und das zweite Teil können jeweils zumindest ein Befestigungselement aufweisen, mit dem das erste und das zweite Teil an einem Schienenfahrzeug oder an einem Schienenfahrzeugteil befestigt werden kann. Insbesondere ist das Befestigungselement in Draufsicht quadrat- oder rechteckförmig. Die Erfindung umfasst jedoch alle denkbaren Formen des Befestigungselements. Das Befestigungselement kann z. B. plattenförmig ausgebildet sein. Denkbar ist auch das Befestigungselement mit Befestigungsmitteln, wie z. B. schrauben, zusammenwirkt. Das Befestigungselement kann an dem ersten bzw. an dem zweiten Teil ausgebildet, insbesondere als integraler Bestandteil dieses Teiles ausgebildet, insbesondere ausgeformt, sein.The first part and the second part may each have at least one fastening element with which the first and the second part can be fastened to a rail vehicle or to a rail vehicle part. In particular, the fastening element in plan view is square or rectangular. However, the invention includes all conceivable forms of the fastener. The fastener may, for. B. be formed plate-shaped. It is also conceivable fastener with fasteners such. B. screws, cooperates. The fastening element may be formed on the first or on the second part, in particular as an integral part of this part, in particular formed, be.

Erfindungsgemäß wird auch Schienenfahrzeug vorgeschlagen, das mindestens ein vorangehend beschriebenes Drehgelenk aufweist. Mit dem Drehgelenk sind insbesondere benachbarte Schienenfahrzeugteile, vorzugsweise Wagenkästen oder Module, miteinander gekoppelt. Das Drehgelenk kann z. B. zwischen Untergestellen, Strukturbauteilen, insbesondere Querträgern, oder Stirnwänden benachbarter Schienenfahrzeugteile vorzugsweise Wagenkästen oder Modulen, angeordnet sein. Das Drehgelenk kann an Untergestellen, Strukturbauteilen, insbesondere Querträgern, oder Stirnwänden benachbarter Schienenfahrzeugteile, vorzugsweise Wagenkästen oder Modulen, befestigt sein. Denkbar ist auch, dass zwischen zwei Schienenfahrzeugteilen zwei oder mehr Drehgelenke vorhanden sind.According to the invention, rail vehicle is also proposed which has at least one previously described rotary joint. With the rotary joint in particular adjacent rail vehicle parts, preferably car bodies or modules are coupled together. The hinge can z. B. between bases, structural components, in particular cross members, or end walls of adjacent rail vehicle parts preferably car bodies or modules, be arranged. The rotary joint can be fastened to subframes, structural components, in particular cross members, or end walls of adjacent rail vehicle parts, preferably car bodies or modules. It is also conceivable that two or more swivel joints are present between two rail vehicle parts.

Weiterhin kann das Schienenfahrzeug ein Jakobs-Drehgestell aufweisen. Bei einem Schienenfahrzeug können zwei benachbarte Schienenfahrzeugteile, wie Wagenkästen oder Module, auf einem gemeinsamen, so genannten Jakobs-Drehgestell abgestützt werden. Bei einem Jakobs-Drehgestell stützen sich die beiden aufeinander folgenden Schienenfahrzeugteile gleichzeitig auf ein und demselben Drehgestell ab, so dass sich das Drehgestell direkt unter dem Übergang zweier fest verbundener Schienenfahrzeugteile befindet. Insbesondere kann das Drehgelenk über dem Jakobs-Drehgestell zwischen Schienenfahrzeugteilen angeordnet werden, sodass benachbarte Schienenfahrzeugteile über das Jakobs-Drehgestellt und über das Drehgelenk miteinander gekoppelt werden können. Selbstverständlich kann das Schienenfahrzeug mehrere Drehgelenke und Jakobs-Drehgestelle aufweisen. Die Kombination des erfindungsgemäßen Drehgelenks mit einem Jakobs-Drehgestell ist vorteilhaft, weil im Bereich des Jakobs-Drehgestells ein Energieverzehrelement bereitgestellt wird. Das erfindungsgemäße Drehgelenk kann so ausgebildet sein, dass es keine Seitwärtsverschiebungen von benachbarten Wagenkästen relativ zueinander zulässt. Vorgesehen sind Drehbewegungen um die Hochachse (Z-Achse), gegebenenfalls Drehbewegungen um die Querachse (Y-Achse, Nicken), gegebenenfalls Drehbewegungen um die Längsachse (X-Achse, Wanken) und im Falle eines ausreichend großen Stoßes eine Translationsbewegung entlang der Längsachse, wobei ein Energieverzehr stattfindet. Eine Translationsbewegung benachbarter Wagenkästen relativ zueinander entlang der Querachse ist vorzugsweise nicht vorgesehen, wie auch im Fall von Jakobs-Drehgestellen eine solche Translationsbewegung nicht vorgesehen ist. Daher kann das erfindungsgemäße Drehgelenks vorteilhaft mit einem Jakobs-Drehgestell kombiniert werden.Furthermore, the rail vehicle may have a Jakobs bogie. In a rail vehicle, two adjacent rail vehicle parts, such as car bodies or modules, can be supported on a common, so-called Jakob bogie. In a Jakobs bogie, the two consecutive rail vehicle parts are supported simultaneously on one and the same bogie, so that the bogie is located directly under the transition between two fixed rail vehicle parts. In particular, the swivel joint can be arranged above the Jakobs bogie between rail vehicle parts, so that adjacent rail vehicle parts can be coupled to one another via the Jakobs rotary position and via the swivel joint. Of course, the rail vehicle may have multiple pivots and Jakobs bogies. The combination of the rotary joint according to the invention with a Jakobs bogie is advantageous because an energy dissipation element is provided in the region of the Jacob bogie. The rotary joint according to the invention may be designed so that it does not allow sideward displacements of adjacent car bodies relative to one another. Rotational movements about the vertical axis (Z-axis), optionally rotational movements about the transverse axis (Y-axis, pitch), optionally rotational movements about the longitudinal axis (X-axis, rolling) and in the case of a sufficiently large impact, a translational movement along the longitudinal axis, wherein an energy consumption takes place. A translation movement of adjacent car bodies relative to one another along the transverse axis is preferably not provided, as is also not provided in the case of Jakobs bogies such a translational movement. Therefore, the rotary joint according to the invention can be advantageously combined with a Jakobs bogie.

Die Erfindung betrifft weiter ein Verfahren zum drehgelenkigen Verbinden von Schienenfahrzeugen oder Schienenfahrzeugteilen, wobei ein Drehgelenk eingesetzt wird, aufweisend:

  • ein erstes Teil und/oder ein zweites Teil, wobei das erste und/oder zweite Teil zumindest eine längliche Öffnung aufweist, wobei die Öffnung einen ersten Endbereich und einen zweiten Endbereich aufweist, wobei die Breite der Öffnung von dem ersten Endbereich in Richtung des zweiten Endbereichs abnimmt,
  • ein Koppelelement, wobei das erste Teil und das zweite Teil mit dem Koppelelement relativ zueinander drehbar gekoppelt werden, wobei das Koppelelement mit einem eingreifenden Abschnitt in die längliche Öffnung eingeführt wird, und der eingreifende Abschnitt in Normallage in dem ersten Endbereich der länglichen Öffnung angeordnet wird,
wobei das Koppelelement bei Stauchung des Drehgelenks in Richtung des zweiten Endbereichs bewegt wird, wobei die Öffnung durch die Bewegung des Koppelelements aufgeweitet wird und dadurch das erste Teil und/oder das zweite Teil verformt wird.The invention further relates to a method for pivotally connecting rail vehicles or rail vehicle parts, wherein a rotary joint is used, comprising:
  • a first part and / or a second part, wherein the first and / or second part has at least one elongated opening, wherein the opening has a first end portion and a second end portion, wherein the width of the opening from the first end portion toward the second end portion decreases
  • a coupling element, wherein the first part and the second part are rotatably coupled to the coupling element relative to each other, wherein the coupling element is inserted with an engaging portion in the elongated opening, and the engaging portion is arranged in normal position in the first end region of the elongated opening,
wherein the coupling element is moved in compression of the rotary joint in the direction of the second end portion, wherein the opening is widened by the movement of the coupling element and thereby the first part and / or the second part is deformed.

Weitere Vorteile sowie Einzelheiten des erfindungsgemäßen Drehgelenks ergeben sich aus der nachfolgenden Beschreibung von Ausführungsbeispielen anhand der beiliegenden Figuren. Es zeigen:

Fig. 1
eine Seitenansicht einer Ausführungsform eines Drehgelenks, im Längsschnitt,
Fig. 2
eine Draufsicht die Ausführungsform nach Fig. 1,
Fig. 3a
eine Seitenansicht einer zweiten Ausführungsform eines Drehgelenks, im Längsschnitt,
Fig. 3b
eine Draufsicht auf das erste Teil aus Fig. 3a,
Fig. 3c
eine Ansicht einer länglichen Öffnung von oben,
Fig. 4
eine perspektivische Ansicht des erfindungsgemäßen Drehgelenks aus Fig. 3a,
Fig. 5
eine perspektivische Ansicht einer weiteren, gegenüber der Ausführungsform nach Fig. 3 abgewandelten Ausführungsform, mit einer anderen als in Fig. 3 dargestellten Ausführungsform eines Koppelelements,
Fig. 6
eine Draufsicht auf das erfindungsgemäße Drehgelenk aus Fig. 5,
Fig. 7
schematisch zwei Waggons eines Schienenfahrzeugs, die miteinander über ein Jakobsdrehgestell und über ein Drehgelenk gekoppelt sind.
Further advantages and details of the rotary joint according to the invention will become apparent from the following description of embodiments with reference to the accompanying figures. Show it:
Fig. 1
a side view of an embodiment of a rotary joint, in longitudinal section,
Fig. 2
a plan view of the embodiment according to Fig. 1 .
Fig. 3a
a side view of a second embodiment of a rotary joint, in longitudinal section,
Fig. 3b
a plan view of the first part Fig. 3a .
Fig. 3c
a view of an oblong opening from above,
Fig. 4
a perspective view of the rotary joint of the invention Fig. 3a .
Fig. 5
a perspective view of another, compared to the embodiment according to Fig. 3 modified embodiment, with a different than in Fig. 3 illustrated embodiment of a coupling element,
Fig. 6
a plan view of the rotary joint according to the invention Fig. 5 .
Fig. 7
schematically two wagons of a rail vehicle, which are coupled to each other via a Jacob bogie and a rotary joint.

Fig. 1 zeigt schematisch eine Seitenansicht eines Drehgelenks 10. Das Drehgelenk 10 umfasst ein erstes Teil 1 und ein zweites Teil 2. Das erste Teil 1 und das zweite Teil 2 weisen Befestigungselemente 6a und 6b auf, die T-förmig abgewinkelt sind. Das erste Teil 1 und das zweite Teil 2 sind über das Koppelement 3, ausgeführt als Bolzen, aneinander gekoppelt. Das erste Teil 1 und das zweite Teil 2 sind in diesem Ausführungsbeispiel laschenförmig ausgebildet. Das Koppelelement 3 weist eingreifende Abschnitte 4a und 4b und zwei Endabschnitte 5 auf, die als verbreiterte Köpfe des Koppelelements 3 ausgebildet sind. Fig. 1 schematically shows a side view of a hinge 10. The hinge 10 comprises a first part 1 and a second part 2. The first part 1 and the second part 2 have fastening elements 6a and 6b, which are angled T-shaped. The first part 1 and the second part 2 are coupled to each other via the coupling element 3, designed as a bolt. The first part 1 and the second part 2 are formed in the form of tabs in this embodiment. The coupling element 3 has engaging portions 4a and 4b and two end portions 5 which are formed as widened heads of the coupling element 3.

Das erste 1 und zweite Teil weisen längliche Öffnungen 11, 12 (insbesondere in Fig. 3 gezeigt) auf. Das Koppelelement 3 befindet sich mit seinem ersten eingreifendem Abschnitt 4a in der länglichen Öffnung 11 des ersten Teils 1 und mit seinem zweiten eingreifendem Abschnitt 4b in der länglichen Öffnung 12 des zweiten Teils 2. In diesem Ausführungsbeispiel sind die länglichen Öffnungen 11, 12 durchgehend ausgebildet, durchdringen also jeweils das erste Teil 1 und das zweite Teil 2. Das Koppelement 3 ermöglicht, dass das erste Teil 1 und das zweite Teil 2 relativ zueinander um die Längsachse 21 des Koppelelements 3 drehbar sind.The first 1 and second parts have elongated openings 11, 12 (in particular in FIG Fig. 3 shown). The coupling element 3 is located with its first engaging portion 4a in the elongated opening 11 of the first part 1 and with its second engaging portion 4b in the elongated opening 12 of the second part 2. In this embodiment, the elongated openings 11, 12 formed continuously, Thus, in each case the first part 1 and the second part 2 penetrate each other. The coupling element 3 makes it possible for the first part 1 and the second part 2 to be rotatable relative to each other about the longitudinal axis 21 of the coupling element 3.

Es zeigt die Fig. 2 die in Fig. 1 dargestellte Ausführungsform des Drehgelenks und zwar in Draufsicht, wobei das erste Teil 1 die längliche Öffnung 11 und das zweite Teil die längliche Öffnung 12 aufweisen. Die Breite der länglichen Öffnung 11 des ersten Teils 1 nimmt von dem ersten Endbereich 11a der länglichen Öffnung 11 ersten Teils 1 in Richtung des zweiten Endbereichs 11b der länglichen Öffnung 11 des ersten Teils 1 ab. Analog nimmt die Breite der länglichen Öffnung 12 des zweiten Teils 2 von dem ersten Endbereich 12a der länglichen Öffnung 12 zweiten Teils 2 in Richtung des zweiten Endbereichs 12b der länglichen Öffnung 12 des zweiten Teils 2 ab. Es ist das Koppelelement 3 in den ersten Endbereich 11a der länglichen Öffnung 11 des ersten Teils 1 und in den ersten Endbereich 12a der länglichen Öffnung 12 des zweiten Teils 2 eingesteckt, wie in der Draufsicht der Fig. 2 zu sehen, in welcher der Endabschnitt 5 nicht gezeigt ist. Das Koppelelement 3 ist hier zum Zeigen seiner Anwesenheit im Querschnitt schraffiert dargestellt. In diesem Ausführungsbeispiel ist das Koppelelement, einschließlich dessen in die länglichen Öffnungen 11, 12 eingreifenden Abschnitte 4a, 4b in Draufsicht rotationssymmetrisch ausgebildet.It shows the Fig. 2 in the Fig. 1 illustrated embodiment of the rotary joint and in plan view, wherein the first part 1, the elongated opening 11 and the second part having the elongated opening 12. The width of the elongated opening 11 of the first part 1 decreases from the first end portion 11a of the elongated opening 11 of the first part 1 toward the second end portion 11b of the elongated opening 11 of the first part 1. Similarly, the width of the elongated opening 12 of the second part 2 decreases from the first end portion 12a of the elongate opening 12 of the second part 2 towards the second end portion 12b of the elongate opening 12 of the second part 2. It is the coupling element 3 in the first end portion 11 a of the elongated opening 11 of the first part 1 and in the first end portion 12 a of the elongated opening 12 of the second part 2 inserted, as in the plan view of Fig. 2 to see in which the end portion 5 is not shown. The coupling element 3 is shown hatched here to show its presence in cross section. In this embodiment, the coupling element, including its in the elongated openings 11, 12 engaging portions 4a, 4b formed in plan view rotationally symmetrical.

Bei einem Crashfall bewegen sich das erste Teil 1 und zweite Teil 2 aufeinander zu. Dabei kann das Koppelement 3 eine vorzugsweise lineare Bewegung vom ersten Endbereich 12a der länglichen Öffnung 12 in Richtung des zweiten Endbereichs 12b der länglichen Öffnung 12 des zweiten Teils 2 ausführen. Durch diese Bewegung des Koppelements 3 wird die längliche Öffnung 12 des zweiten Teils 2, insbesondere im zweiten Endbereich 12b der länglichen Öffnung 12, aufgeweitet. Durch die Aufweitung der länglichen Öffnung 12 des zweiten Teils 2 und die dadurch erfolgende Verformung des zweiten Teils 2 wird die Crashenergie absorbiert. In analoger Weise kann das Koppelement 3 eine vorzugsweise lineare Bewegung vom ersten Endbereich 11a der länglichen Öffnung 11 in Richtung des zweiten Endbereichs 11b der länglichen Öffnung 11 des ersten Teils 1 ausführen, sodass die längliche Öffnung 11 des ersten Teils 1 aufgeweitet und das erste Teil 1 verformt wird. Es verformen sich das erste 1 und/oder zweite Teil 2 bei einem Crashfall vorzugsweise irreversibel.In the event of a crash, the first part 1 and second part 2 move towards each other. In this case, the coupling element 3 can perform a preferably linear movement from the first end region 12a of the elongated opening 12 in the direction of the second end region 12b of the elongate opening 12 of the second part 2. By this movement of the coupling element 3, the elongated opening 12 of the second part 2, in particular in the second end portion 12 b of the elongated opening 12, widened. By the expansion of the elongated opening 12 of the second part 2 and the resulting deformation of the second part 2, the crash energy is absorbed. Similarly, the coupling element 3 can perform a preferably linear movement from the first end portion 11 a of the elongated opening 11 in the direction of the second end portion 11 b of the elongated opening 11 of the first part 1, so that the elongated opening 11 of the first part 1 expands and the first part 1 is deformed. The first 1 and / or second part 2 deform in a crash, preferably irreversibly.

In der in Fig. 3a dargestellten Ausführungsform eines Drehgelenks 100 ist das erste Teil 1 im Wesentlichen als Lasche, bis auf des Befestigungselement, und das zweite Teil 2 als Gabel ausgeführt. Das erste Teil 1 weist ein schraffiert dargestelltes Federelement 13 auf, das als ein ringförmiges Element ausgebildet ist und in eine Aussparung 110 des ersten Teils 1, die in diesem Ausführungsbeispiel durchgehend ausgebildet ist, eingebracht ist. Die Schraffur des Teils 13 in Fig. 3a/3b soll die Lage und Abgrenzung des Teils darstellen, nicht den strukturellen Aufbau. Beispielsweise ist das Federelement ein Gummiring.In the in Fig. 3a illustrated embodiment of a hinge 100, the first part 1 is designed substantially as a tab, except for the fastener, and the second part 2 as a fork. The first part 1 has a shaded spring element 13, which is formed as an annular element and in a recess 110 of the first part 1, which is formed continuously in this embodiment, is introduced. The hatching of part 13 in Fig. 3a / 3b should represent the location and demarcation of the part, not the structural design. For example, the spring element is a rubber ring.

Das zweite Teil 2 weist zwei übereinander angeordnete und sich entlang der Achse x in Fig. 2 (welche vorzugsweise die Längsachse eines Fahrzeugs ist, erstreckende Schenkel 14, 15 auf. Jeder Schenkel 14, 15 weist jeweils eine längliche Öffnung 120 und 121 auf. Die beiden länglichen Öffnungen 120 und 121 sind durchgehend ausgebildet. Der vertikale Abstand zwischen den beiden Schenkeln 14, 15, d. h. der Abstand in y-Richtung in Fig. 2 ist so gewählt, dass zwischen den Schenkeln des zweiten Teils 14, 15 ein Freiraum zur Aufnahme des ersten Teils 1 verbleibt. Somit greift in diesem Ausführungsbeispiel das erste Teil 1 mit dem laschenförmigen Abschnitt in den Raum zwischen den Schenkeln 14, 15 des zweiten Teils 2 ein.The second part 2 has two superimposed and along the axis x in Fig. 2 (Which is preferably the longitudinal axis of a vehicle, extending legs 14, 15. Each leg 14, 15 each has an elongated opening 120 and 121. The two elongated openings 120 and 121 are formed continuously .The vertical distance between the two legs 14th , 15, ie the distance in y-direction in Fig. 2 is chosen so that between the legs of the second part 14, 15 a space for receiving the first part 1 remains. Thus, in this embodiment, the first part 1 engages with the tab-shaped portion in the space between the legs 14, 15 of the second part 2 a.

Das Koppelelement 3, in Form eines Bolzens, durchdringt die Aussparung 110 mit einem mittleren eingreifenden Abschnitt 4c, der durch punktierte Striche abgegrenzt ist, und wird vom Federelement 13 umfasst. Alternativ kann vorgesehen sein, dass das Federelement an anderer Stelle vorgesehen ist und der mittlere eingreifende Abschnitt 4c zur formschlüssigen Verbindung in eine entsprechend enger dimensionierte Aussparung 110 eingebracht ist. Ein unterer eingreifender Abschnitt 4a des Koppelelements 3 durchdringt die längliche Öffnung 12c des Schenkels 14 des zweiten Teils 2. Weiter durchdringt ein oberer eingreifender Abschnitt 4b des Koppelelements 3 die längliche Öffnung 121 des weiteren Schenkels 15 des zweiten Teils 2. Der Bolzen 13 ist, bei Lage der Abschnitte 4a und 4b in den Endbereichen 120a und 121a, innerhalb der Aussparungen 120, 121 drehbar. Die Endbereiche 120a und 121a der Öffnungen 120, 121 sind im engeren Sinn die Bereiche, in denen sich die Abschnitte 4a und 4b des Bolzens 13 befinden, was mit dem Bezugszeichenstrich in dieser Ansicht aufgrund der Deckungsgleichheit nur unzulänglich darstellbar ist. Die Bezugszeichenstriche zu 120a und 121a sind etwas neben die Abschnitte 4a und 4b gesetzt, wobei diese Stellen der Öffnungen 120, 121 dem Endbereich hier auch noch zugerechnet werden. Eine analoge Darstellung wurde in Fig. 2 gewählt. In Fig. 3c ist die längliche Öffnung 121 des zweiten Teils 2 (alternativ könnte es die Öffnung 120, 11 oder 12 sein) ohne eingebrachtes Koppelelement und mit der Lage der Endbereiche 121a und 121b (alternativ könnten es die Endbereiche 11a/11b, 12a/12b oder 120a/120b sein) gezeigt.The coupling element 3, in the form of a bolt, penetrates the recess 110 with a central engaging portion 4 c, which is delimited by dotted lines, and is surrounded by the spring element 13. Alternatively it can be provided that the spring element is provided elsewhere and the middle engaging portion 4c is inserted for positive connection in a correspondingly narrower dimensioned recess 110. A lower engaging portion 4a of the coupling element 3 penetrates the elongated opening 12c of the leg 14 of the second part 2. Further penetrates an upper engaging portion 4b of the coupling element 3, the elongated opening 121 of the other leg 15 of the second part 2. The bolt 13, at Position of the sections 4a and 4b in the end portions 120a and 121a, within the recesses 120, 121 rotatable. The end regions 120a and 121a of the openings 120, 121 are in the narrower sense the regions in which the sections 4a and 4b of the bolt 13 are located, which is only inadequately represented by the reference line in this view due to the congruence. The reference numerals to 120a and 121a are set slightly adjacent to the sections 4a and 4b, these points of the openings 120, 121 are also attributed to the end region here. An analogous representation was made in Fig. 2 selected. In Fig. 3c is the elongated opening 121 of the second part 2 (alternatively it could be the opening 120, 11 or 12) with no coupling element inserted and with the location of the end regions 121a and 121b (alternatively, the end regions 11a / 11b, 12a / 12b or 120a / 120b).

In Fig. 3b ist das erste Teil 1 gemäß der in Fig. 3a dargestellten Ausführungsform der Erfindung in Draufsicht dargestellt. Zu erkennen ist das Federelement 13. In der Mitte des Federelements 13 befindet sich der eingreifende Abschnitt 4c des Koppelements 3, der von dem Federelement 13 umgeben ist. Die Darstellung ist nicht maßstabsgleich zu Fig. 3a und 3c, wie auch die Fig. 3a, 3b und 3c nicht untereinander maßstabsgleich sind. Beispielsweise ist dies dran erkennbar, dass der Bolzen 3 in Fig. 3b einen kleineren Durchmesser aufweist als in Fig. 3a und beispielsweise nicht passgenau in den ersten Endbereich 121a der Fig. 3c passen würde, so wie dies in Fig. 3a und 4 gezeigt ist.In Fig. 3b is the first part 1 according to the in Fig. 3a illustrated embodiment of the invention shown in plan view. Evident is the spring element 13. In the middle of the spring element 13 is the engaging portion 4c of the coupling element 3, which is surrounded by the spring element 13. The representation is not to scale Fig. 3a and 3c , as well as the Fig. 3a, 3b and 3c are not equal to each other to scale. For example, this is evident from the fact that the bolt 3 in Fig. 3b has a smaller diameter than in Fig. 3a and, for example, not accurately in the first end portion 121 a of Fig. 3c would fit, like this in Fig. 3a and 4 is shown.

Fig. 4 zeigt eine perspektivische Ansicht der in Fig. 3a dargestellten Ausführungsform der Erfindung. Erkennbar ist in dieser Ausführungsform die Form der länglichen Öffnungen 120, 121, welche die gleiche Form aufweist, wie die länglichen Öffnungen 11, 12 in der Ausführungsform der Fig. 1 und 2. Fig. 4 shows a perspective view of the in Fig. 3a illustrated embodiment of the invention. Visible in this embodiment, the shape of the elongated openings 120, 121, which has the same shape as the elongated openings 11, 12 in the embodiment of the Fig. 1 and 2 ,

Bei einem Crashfall bewegen sich das erste 1 und zweite Teil 2 aufeinander zu. Wie oben anhand der Fig. 2 anhand einer länglichen Öffnung 12 erläutert, wird das Koppelelement 3 nun in beiden länglichen Öffnungen 120, 121 des zweiten Teils 2 verschoben und in von den ersten Endbereichen 120a, 121a in Richtung der zweiten Endbereiche 102b, 121b der länglichen Öffnungen 120, 121 bewegt, wodurch die länglichen Öffnungen 120, 121 aufgeweitet und die Laschen 14, 15 des zweiten Teils 2 verformt werden. Dadurch wird die Crashenergie absorbiert.In the event of a crash, the first 1 and second part 2 move toward each other. As above using the Fig. 2 explained with reference to an elongated opening 12, the coupling element 3 is now moved in both elongated openings 120, 121 of the second part 2 and moved in from the first end portions 120a, 121a toward the second end portions 102b, 121b of the elongated openings 120, 121, whereby the elongated openings 120, 121 are widened and the tabs 14, 15 of the second part 2 are deformed. This absorbs the crash energy.

Fig. 5 zeigt eine perspektivische Ansicht einer weiteren Ausführungsform des erfindungsgemäßen Drehgelenks 101. Diese Ausführungsform unterscheidet sich durch die Form des in die länglichen Öffnungen 122, 123 eingreifenden Abschnitte des abgewandelten Koppelelements 30 sowie in der Form der länglichen Öffnungen 122, 123. Die in die länglichen Öffnungen 122, 123 eingreifenden Abschnitte des Koppelements 30 sind als trapezförmige Köpfe ausgebildet, von denen in Fig. 5 nur ein oberer eingreifender Abschnitt 40b zu erkennen ist. Vergleichsweise wird hierzu auch auf die Fig. 3a verwiesen, wo die Form der in länglichen Öffnungen 121, 122 eingreifenden Abschnitte 4a und 4b im Querschnitt rund ist. In der Ausführungsform der Fig. 5 sind die analogen eingreifenden Abschnitte trapezförmig im Querschnitt und die Enden der länglichen Öffnungen 121, 122 sind eckig ausgeführt, wobei das breitere Ende der länglichen Öffnung den trapezförmigen Abschnitt von drei Seiten passgenau umschließt. Der eingreifende Abschnitt 40b nimmt dieselbe Lage in dem Drehgelenk 101 ein wie der eingreifende Abschnitt 4b in Fig. 3. Die Verbindung des Koppelelements 30 mit dem ersten Teil 1 ist identisch wie die Verbindung des Koppelelements 3 mit dem ersten Teil 1 Fig. 3a und 3b. Es ist ebenso ein eingreifender Abschnitt 4c vorhanden, der rotationssymmetrisch ausgebildet ist. In der Ausführungsform der Fig. 5 kann das Koppelelement 30 mit dem nicht gezeigten, zu Fig. 3a/3b analogen Abschnitt 4c innerhalb der Aussparung 110 in dem ersten Teil 1 rotieren, wodurch die drehgelenkige Verbindung der Teile 1, 2 hergestellt ist. Das Koppelelement 30 kann zusammen mit dem Gummiring 13 innerhalb der Aussparung 110 rotieren, oder innerhalb des Gummirings 13 rotieren. In dem zweiten Teil 2 bzw. in der länglichen Öffnung 122 (und einer gleichen Öffnung auf der Rückseite) ist das Koppelelement 30 aufgrund des trapezförmig ausgestalteten eingreifenden Abschnitts 40b nicht rotierbar. Anders in der Ausführungsform der Fig. 3: Dort sind die eingreifenden Abschnitte 4a, 4b rund und in den länglichen Öffnungen 120, 121 drehbar, sodass das Koppelelement 3 gegen das Teil 2 drehbar ist. Weiterhin kann in der Ausführungsform der Fig. 3 der eingreifende Abschnitt 4c des Bolzens 3 in der Aussparung 110 drehbar sein, beispielswiese innerhalb des Gummirings 13 oder zusammen mit dem Gummiring 13, oder er kann dort nicht drehbar sein, weil die Drehbarkeit des Bolzens innerhalb der länglichen Öffnungen für die gelenkige Verbindung ausreicht. Bei einer drehbaren Anordnung des Abschnittes 4c in der Aussparung 110 können an den Enden des Bolzens 3 jeweils verbreitere Köpfe 5 vorgesehen sein, wie in Fig. 1 gezeigt, um ein Verrutschen des Bolzens 3 zu verhindern. In analoger Weise können in der Ausführungsform der Fig. 5 solche verbreiteten Köpfe vorgesehen sein. Fig. 5 FIG. 12 shows a perspective view of another embodiment of the pivot joint 101 according to the invention. This embodiment differs in the shape of the sections of the modified coupling element 30 engaging in the elongated openings 122, 123 and in the shape of the elongate openings 122, 123 , 123 engaging portions of the coupling element 30 are formed as trapezoidal heads, of which in Fig. 5 only an upper engaging portion 40b can be seen. By comparison, this is also on the Fig. 3a referred to, where the shape of the engaging in elongated openings 121, 122 sections 4a and 4b in cross-section is round. In the embodiment of the Fig. 5 For example, the analogous engaging portions are trapezoidal in cross section and the ends of the elongated openings 121, 122 are square, with the wider end of the elongate opening fittingly enclosing the trapezoidal portion from three sides. The engaging portion 40b occupies the same position in the hinge 101 as the engaging portion 4b in FIG Fig. 3 , The connection of the coupling element 30 with the first part 1 is identical to the connection of the coupling element 3 with the first part 1 Fig. 3a and 3b , There is also an engaging portion 4c present, which is rotationally symmetrical. In the embodiment of the Fig. 5 can the coupling element 30 with the not shown, too Fig. 3a / 3b rotate analog portion 4 c within the recess 110 in the first part 1, whereby the pivotal connection of the parts 1, 2 is made. The coupling element 30 can rotate together with the rubber ring 13 within the recess 110, or rotate within the rubber ring 13. In the second part 2 or in the elongated opening 122 (and a same opening on the back), the coupling element 30 is not rotatable due to the trapezoidally shaped engaging portion 40b. Unlike in the embodiment of Fig. 3 : There, the engaging portions 4a, 4b are round and rotatable in the elongated openings 120, 121, so that the coupling element 3 is rotatable against the part 2. Furthermore, in the embodiment of the Fig. 3 the engaging portion 4c of the bolt 3 may be rotatable in the recess 110, for example inside the rubber ring 13 or together with the rubber ring 13, or it may not be rotatable there, because the rotatability of the bolt within the elongated openings for the articulated connection is sufficient. In a rotatable arrangement of the section 4c in the recess 110 each wider heads 5 may be provided at the ends of the bolt 3, as in Fig. 1 shown to prevent slipping of the bolt 3. In an analogous manner, in the embodiment of the Fig. 5 such common heads can be provided.

Fig. 6 zeigt eine Ansicht der Ausführungsform aus Fig. 5 von oben. Der trapezförmige eingreifende Abschnitt 40b ist ein dem ersten Endbereich 122a der länglichen Öffnung 12 angeordnet. Der eingreifende Abschnitt weist eine erste Seitenfläche 16 und eine gegenüber liegende zweite Seitenfläche 17 auf, welche vom ersten Endbereich 122a der länglichen Öffnung 122 schräg zueinander in Richtung des zweiten Endbereichs 122b der länglichen Öffnung 122 zulaufen. Die Seitenflächen 16, 17 des trapezförmigen eingreifenden Abschnitts 4 liegen an Seitenflächen 25, 26 der länglichen Öffnung 122 an. Fig. 6 shows a view of the embodiment Fig. 5 from above. The trapezoidal engaging portion 40 b is disposed at the first end portion 122 a of the elongated opening 12. The engaging portion has a first side surface 16 and an opposite second side surface 17 tapering from the first end portion 122a of the elongated opening 122 toward the second end portion 122b of the elongated opening 122. The side surfaces 16, 17 of the trapezoidal engaging portion 4 abut against side surfaces 25, 26 of the elongate opening 122.

In analoger, und spiegelbildlicher Weise weist auf der anderen Seite des Drehgelenks 101 ein in die längliche Öffnung 123 eingreifender, trapezförmiger Abschnitt des Koppelelements 30 zwei schräg aufeinander zulaufende Seitenflächen (nicht gezeigt) auf.In an analogous and mirror-image manner, on the other side of the rotary joint 101, a trapezoidal section of the coupling element 30 engaging in the oblong opening 123 has two side faces (not shown) running at an angle to one another.

Der Wirkmechanismus und Energieverzehr bei einem Crashfall ist ähnlich wie bei der Ausführungsform der Fig. 3 und 4. Der im Querschnitt trapezförmige eingreifende Abschnitt 40b des Koppelelements wird in der länglichen Öffnung 12 von dem ersten Endbereich 122a in Richtung des zweiten Endbereiches 122b verschoben, wobei die Seitenflächen 16, 17 des eingreifenden Abschnitts 40b an den Seitenflächen 25, 26 der länglichen Öffnung 12 entlang gleiten und die Öffnung 122 aufgeweitet wird. Durch die Aufweitung der länglichen Öffnung 122 des zweiten Teils 2 wird die Crashenergie absorbiert.The mechanism of action and energy consumption in the event of a crash is similar to the embodiment of FIG Fig. 3 and 4 , The cross-sectionally trapezoidal engaging portion 40b of the coupling element is displaced in the elongated opening 12 from the first end portion 122a toward the second end portion 122b with the side surfaces 16, 17 of the engaging portion 40b sliding along the side surfaces 25, 26 of the elongated opening 12 and the opening 122 is widened. By widening the elongated opening 122 of the second part 2, the crash energy is absorbed.

Diese Ausführungsform unterscheidet sich von der zuvor in Fig. 3 und 4 gezeigten Ausführungsform durch Ausgestaltung der eingreifenden Abschnitte 4a, 4b und 4c des Koppelelements 3 und die Form der länglichen Öffnungen 12c , 12d des zweiten Teils 2.This embodiment differs from that previously described in Fig. 3 and 4 embodiment shown by embodiment of the engaging portions 4a, 4b and 4c of the coupling element 3 and the shape of the elongated openings 12c, 12d of the second part second

Die in die länglichen Öffnungen 12c, d eingreifenden Abschnitte 4 a, 4b des Koppelements 3 sind als trapezförmige Köpfe ausgebildet, von denen in Fig. 5 nur ein oberer eingreifender Abschnitt 4b zu erkennen ist.The engaging in the elongated openings 12 c, d portions 4 a, 4 b of the coupling element 3 are formed as trapezoidal heads, of which in Fig. 5 only an upper engaging portion 4b can be seen.

In Fig. 7 ist ein Schienenfahrzeug 500 in einem Ausschnitt gezeigt. Es ist ein erster Waggon 200 mit einem weiteren Waggon 300 über ein Jakobsdrehgestell 400 und über ein erfindungsgemäßes Drehgelenk 10 verbunden. Das Drehgelenk 10 (oder 100 oder 101) ist oberhalb des Jakobsdrehgestells 400 angeordnet. Das erfindungsgemäße Drehgelenk 10 ist beispielsweise an Trägern einer Wagenkastenstruktur der Waggons 300, 400, insbesondere an Querträgern, angeordnet wird. Insbesondere sind die Waggons 200 und 300 miteinander über ein Jakobsdrehgestell und das Drehgelenk 10 derart gekoppelt, dass keine Seitwärtsverschiebung der Waggons 200, 300 relativ zueinander möglich ist.In Fig. 7 a rail vehicle 500 is shown in a section. A first wagon 200 is connected to another wagon 300 via a Jacob bogie 400 and via a rotary joint 10 according to the invention. The pivot 10 (or 100 or 101) is disposed above the Jacob bogie 400. The rotary joint 10 according to the invention is arranged, for example, on carriers of a vehicle body structure of the wagons 300, 400, in particular on crossbeams. In particular, the wagons 200 and 300 are coupled to each other via a Jacob bogie and the pivot 10 such that no lateral displacement of the wagons 200, 300 relative to each other is possible.

Claims (10)

  1. A pivot joint (10; 100; 101) for pivotably connecting rail vehicles or rail vehicle parts, the pivot joint comprising:
    - a first part (1) and a second part (2), the first part (1) and/or the second part (2) comprising at least one elongate opening (11, 12; 120, 121; 122, 123), the opening (11, 12; 120, 121; 122, 123) comprising a first end region (11a, 12a; 120a, 121a; 122a) and a second end region (11b, 12b; 120b, 121b, 122b), the width of of the opening (11, 12; 120, 121; 122, 123) decreasing from the first end region (11a, 12a; 120a, 121a; 122a) in the direction of the second end region (11b, 12b; 120b, 121b, 122b);
    - a coupling element (3; 30), by way of which the first part (1) and the second part (2) are coupled so as to rotate relative to one another, the coupling element (3; 30) engaging with an engaging section (4a, 4b; 40b) into the elongate opening (11, 12; 120, 121; 122), and the engaging section (4a, 4b; 40b), in a normal position, being arranged in the first end region (11a, 12a; 120a, 121a; 122a) of the elongate opening (11, 12; 120, 121; 122, 123);
    wherein the coupling element (3; 30), upon compression of the pivot joint, can be moved in the direction of the second end region (11b, 12b; 120b, 121b, 122b), the opening (11, 12; 120, 121; 122, 123) being expandable by the movement of the coupling element (3; 30) and the first part (1) and/or the second part (2) being deformable thereby.
  2. The pivot joint (100; 101) according to claim 1, wherein the first part (1) and/or the second part (2) comprise at least one spring element (13).
  3. The pivot joint (100; 101) according to any one of the preceding claims, wherein the first part (1) has a fork-shaped cross-section and the second part (2) has a tongue-shaped cross-section, the fork-shaped first part (1) surrounding the tongue-shaped second part (2).
  4. The pivot joint according to any one of the preceding claims, wherein the coupling element (3) comprises a rotation-symmetrical section (4c), so that the first part (1) and the second part (2) can be rotated relative to one another about the rotational axis of the rotation-symmetrical section.
  5. The pivot joint (10; 100) according to any one of claims 1 to 4, wherein the engaging section (4a, 4b) of the coupling element (3) has a rotation-symmetrical design.
  6. The pivot joint (101) according to any one of claims 1 to 4, wherein the engaging section (40) of the coupling element (30) comprises a first lateral surface (16) and a second lateral surface (17), which extend from the first end region (122a) of the at least one elongate opening (122) obliquely toward one another in the direction of the second end region (122b) of the elongate opening (122).
  7. The pivot joint (10; 100; 101) according to any one of the preceding claims, wherein the first part (1) and the second part (2) comprise at least one fastening element (6a, 6b), by way of which the first part (1) and the second part (2) can be fastened to a rail vehicle or to a rail vehicle part.
  8. A rail vehicle (500) comprising at least one pivot joint (10; 100; 101) according to any one of the preceding claims.
  9. The rail vehicle (500) according to the preceding claim, wherein the rail vehicle comprises a Jacobs bogie.
  10. A method for pivotably connecting rail vehicles or rail vehicle parts, wherein a pivot joint (10; 100; 101) is used, comprising:
    - a first part (1) and/or a second part (2), the first part (1) and/or the second part (2) comprising at least one elongate opening (11, 12; 120, 121; 122, 123), the opening (11, 12; 120, 121; 122, 123) comprising a first end region (11a, 12a; 120a, 121a; 122a) and a second end region (11b, 12b; 120b, 121b, 122b), the width of of the opening (11, 12; 120, 121; 122, 123) decreasing from the first end region (11a, 12a; 120a, 121a; 122a) in the direction of the second end region (11b, 12b; 120b, 121b, 122b);
    - a coupling element (3; 30), the first part (1) and the second part (2) being coupled to the coupling element (3; 30) so as to rotate relative to one another,
    - the coupling element (3; 30) being inserted with an engaging section (4a, 4b; 40b) into the elongate opening (11, 12; 120, 121; 122), and the engaging section (4a, 4b; 40b), in a normal position, being arranged in the first end region (11a, 12a; 120a, 121a; 122a) of the elongate opening (11, 12; 120, 121; 122);
    wherein the coupling element (3), upon compression of the pivot joint, is moved in the direction of the second end region (11b, 12b; 120b, 121b, 122b), the opening (11, 12; 120, 121; 122, 123) being expanded by the movement of the coupling element (3) and the first part (1) and/or the second part (2) being deformed thereby.
EP16707441.8A 2015-03-05 2016-03-02 Swivel joint for swivel-joint connecting of rail vehicles Active EP3265359B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16707441T PL3265359T3 (en) 2015-03-05 2016-03-02 Swivel joint for swivel-joint connecting of rail vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015204008.9A DE102015204008A1 (en) 2015-03-05 2015-03-05 Swivel joint for pivotally connecting rail vehicles
PCT/EP2016/054404 WO2016139236A1 (en) 2015-03-05 2016-03-02 Swivel joint for swivel-joint connecting of rail vehicles

Publications (2)

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EP3265359A1 EP3265359A1 (en) 2018-01-10
EP3265359B1 true EP3265359B1 (en) 2018-09-05

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EP16707441.8A Active EP3265359B1 (en) 2015-03-05 2016-03-02 Swivel joint for swivel-joint connecting of rail vehicles

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EP (1) EP3265359B1 (en)
CN (1) CN107428348B (en)
CA (1) CA2986416C (en)
DE (1) DE102015204008A1 (en)
ES (1) ES2700128T3 (en)
PL (1) PL3265359T3 (en)
WO (1) WO2016139236A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018113349A1 (en) 2018-06-05 2019-12-05 Bombardier Transportation Gmbh Swivel joint for a bogie of a rail vehicle

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CH452586A (en) * 1966-06-08 1968-03-15 Schweiz Wagons Aufzuegefab Pulling and pushing device
AT303811B (en) * 1967-09-06 1972-11-15 Mini Verkehrswesen DEVICE FOR ACCEPTING OVER-LARGE CLUTCH LOCKING FORCE ON A RAIL VEHICLE, IN PARTICULAR TRAINING VEHICLE EQUIPPED WITH A CENTER BUFFER CLUTCH
GB2257770A (en) * 1991-07-16 1993-01-20 Fischer Georg Formtech Shock absorber for a coupling
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EP1312527B1 (en) * 2001-09-17 2003-06-04 Voith Turbo Scharfenberg GmbH & Co. KG Articulated coupling
ATE416961T1 (en) * 2006-05-18 2008-12-15 Voith Turbo Scharfenberg Gmbh COUPLING DEVICE WITH OVERLOAD SAFETY LIMIT
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JP4966712B2 (en) * 2007-03-30 2012-07-04 株式会社日立製作所 Transport aircraft
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DE102009044966A1 (en) * 2009-09-24 2011-03-31 Robert Bosch Gmbh Apparatus and method for adaptive degradation of crash energy
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GB2517986B (en) * 2013-09-09 2015-07-22 T A Savery & Co Ltd A coupler

Also Published As

Publication number Publication date
ES2700128T3 (en) 2019-02-14
DE102015204008A1 (en) 2016-09-08
EP3265359A1 (en) 2018-01-10
WO2016139236A1 (en) 2016-09-09
CA2986416A1 (en) 2016-09-09
CN107428348A (en) 2017-12-01
PL3265359T3 (en) 2019-02-28
CN107428348B (en) 2019-03-19
CA2986416C (en) 2022-12-13

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