EP3300983A1 - Ensemble charnière pour un composant de véhicule - Google Patents

Ensemble charnière pour un composant de véhicule Download PDF

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Publication number
EP3300983A1
EP3300983A1 EP17194106.5A EP17194106A EP3300983A1 EP 3300983 A1 EP3300983 A1 EP 3300983A1 EP 17194106 A EP17194106 A EP 17194106A EP 3300983 A1 EP3300983 A1 EP 3300983A1
Authority
EP
European Patent Office
Prior art keywords
hinge part
component
hinge
end position
cavity
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP17194106.5A
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German (de)
English (en)
Other versions
EP3300983B1 (fr
Inventor
Johann-Christoph Müller
Christian Eichhorn
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 Holdings SA
Original Assignee
Bombardier Transportation GmbH
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Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3300983A1 publication Critical patent/EP3300983A1/fr
Application granted granted Critical
Publication of EP3300983B1 publication Critical patent/EP3300983B1/fr
Active legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D1/00—Pinless hinges; Substitutes for hinges
    • E05D1/04—Pinless hinges; Substitutes for hinges with guide members shaped as circular arcs
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D1/00—Pinless hinges; Substitutes for hinges
    • E05D1/06—Pinless hinges; Substitutes for hinges consisting of two easily-separable parts

Definitions

  • the present invention relates to a hinge assembly for movably supporting a component, in particular a trim element, on a vehicle, having a component-side first hinge part and a vehicle-side second hinge part.
  • the first hinge part and the second hinge part thereto are configured to cooperate to define a first end position and a second end position of the component different from the first end position.
  • the first hinge part and the second hinge part are further configured to define an instantaneous rotational axis of the component when moving between the first end position and the second end position.
  • the first hinge part has a first hinge portion which is hook-shaped in a plane perpendicular to the instantaneous rotational axis, the first hinge portion having a first outer surface and a first inner surface forming a first cavity.
  • the first joint section is inserted into a second cavity of the second hinge part such that a second inner surface of the second hinge part forming the second cavity supports the first hinge part against the direction of the weight force over the first outer surface of the first joint section.
  • the invention further relates to a vehicle, in particular a rail vehicle with such a hinge arrangement.
  • Rail vehicles typically house a number of vehicle components, such as components of propulsion equipment, air conditioning or other auxiliary equipment, in separate equipment compartments of the vehicle. In many cases, this is done in so-called underfloor containers, which must be closed to protect the vehicle components against unauthorized access, damage and contamination, but must be accessible, for example, for maintenance of the vehicle components. The same applies to such equipment compartments in the interior of the vehicle.
  • Such equipment compartments are therefore often closed by lockable and pivotable flaps or trim elements whose movement is guided by corresponding hinge arrangements.
  • Such hinge assemblies often include a cylindrical axis element, which defines the axis of rotation of the cladding element, as for example from FR 2,140,938 A is known.
  • the disadvantage here is that in the region of such hinge assemblies typically a comparatively large gap between the cladding element and the adjacent part of the vehicle is present, which usually requires an additional seal.
  • such hinge assemblies can be solved only comparatively complex to remove the trim element as needed from the vehicle.
  • the electric multiple units of the series "Regina" the applicant come for the lateral flaps of the underfloor container generic hinge assemblies used.
  • a web with (in the plane perpendicular to the instantaneous axis of rotation) comparatively low height and slightly curved cross section is inserted into a correspondingly adapted groove of a rail on the vehicle structure at the lower edge of the closure flap.
  • the web and the associated rail define as the first and second hinge part the instantaneous rotational axis of the closure flap.
  • Another hinge arrangement is from the FR 1.158.092 known.
  • a window of a caravan is suspended at its upper edge on the car body of the caravan by a hook-shaped first hinge part of the window is suspended in a hook-shaped vehicle-side second hinge part.
  • the present invention solves this problem starting from the features according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that with a simple design of a generic hinge assembly can achieve a large swing angle between the first end position and a second, open end position in which the hinged component is held solely on the hinge assembly itself on the vehicle when the Both hinge parts are each designed such that they are transferred during pivoting of the component in a hooked state in which engage the hinge parts in each case in the cavity of the other hinge part.
  • the weight of the component in the second end position can be added without additional effort by the operator and / or other tools (for example, additional holding elements or the like) alone by the two hinge parts.
  • a design is realized in which the component is hooked on the first hinge part in the second hinge part and thus suspended from this.
  • the hinge parts can be designed so that the hooking is done automatically, ie without additional aids or additional effort by the operator, simply when pivoting the component. In this case, the operator may only have to make sure that the component does not move too quickly from the first end position to the second end position by a moderate speed of the component during pivoting in order to avoid dynamic forces resulting from too high accelerations of the component, due to which the mutual engagement of the hinge parts could be solved.
  • the second hinge part simple sealing of the hinge arrangement (possibly without further sealing means) can be realized.
  • the pivot angle between the two end positions is preferably 90 ° to 220 °, more preferably 120 ° to 180 °, more preferably 140 ° to 160 °.
  • the component can also remain on the vehicle in the second end position and does not have to be held in addition (by the operator or other aids).
  • the first end position is typically a position in which the component is in a normal position during operation of the vehicle, while the second end position is typically an access or maintenance position in which the component itself and / or a space sealed by them, for example, for maintenance or the like, is freely accessible.
  • the present invention therefore relates to a hinge arrangement for movably supporting a component, in particular a trim element, on a vehicle, having a component-side first hinge part and a vehicle-side second hinge part.
  • the first hinge part and the second hinge part thereto are configured to cooperate to define a first end position and a second end position of the component different from the first end position.
  • the first hinge part and the second hinge part are further configured to define an instantaneous rotational axis of the component when moving between the first end position and the second end position.
  • the first hinge part has a first hinge portion which is hook-shaped in a plane perpendicular to the instantaneous rotational axis, the first hinge portion having a first outer surface and a first inner surface forming a first cavity.
  • the first joint section is inserted into a second cavity of the second hinge part such that a second inner surface of the second hinge part forming the second cavity supports the first hinge part against the direction of the weight force over the first outer surface of the first joint section.
  • the first hinge part and the second hinge part are configured to interlock in the second end position of the component via the first cavity and the second cavity in such a way that they hold the component against the weight force of the component in the second end position.
  • the first outer surface of the first hinge part and the second inner surface of the second hinge part may in principle be paired in any desired form to ensure the support of the component in the first end position.
  • the first outer surface of the first hinge part and the second inner surface of the second hinge part are adapted to one another such that they contact each other flatly. This can already be achieved, for example, the surface pressure between the two surfaces a good seal of the hinge assembly.
  • a comparatively low-wear configuration can be achieved.
  • the occurring during deflection of the component from the first end position contact between the two hinge parts can then be designed arbitrarily, for example, in this deflection then at least initially a rolling motion and / or a rolling movement between the hinge parts.
  • the first outer surface of the first hinge part and the second inner surface of the second hinge part slide on a deflection of the component from the first end position under the action of the weight of the component over a first pivoting angle range of the component under substantially planar contact each other.
  • a precisely defined guidance of the component by the hinge arrangement can be achieved in a simple manner, in which the instantaneous rotational axis of the component is always exactly defined over this first pivoting angle range.
  • the first swivel angle range is preferably 40 ° to 70 °, preferably 45 ° to 60 °, more preferably 50 ° to 55 °, so that a precise guidance of the component is achieved over a comparatively large initial swivel angle range, without the operator having to pay particular attention to this ,
  • the adaptation of the first outer surface and the second inner surface can be designed arbitrarily.
  • at least a part of the first outer surface and a part of the second inner surface have a substantially identical curvature in a plane perpendicular to the instantaneous rotational axis. This makes it possible in a simple manner to achieve an exact guidance of the component with a defined instantaneous rotational axis.
  • the curvature of both surfaces does not necessarily have to be constant, but can vary at least in sections. In particularly simple variants, however, at least a part of the first outer surface and a part of the second inner surface in a plane perpendicular to the instantaneous rotational axis has a substantially constant curvature on.
  • the radius of curvature is 5 mm to 20 mm, preferably 6 mm to 15 mm, more preferably 8 mm to 12 mm, since hereby particularly favorable results can be achieved in terms of space, sealing and movement course.
  • the first outer surface and the second inner surface are formed such that they define a substantially stationary instantaneous rotational axis over at least a portion of the first pivoting angle range, wherein the portion of the first pivoting angle range in particular 50 ° to 65 °, preferably 50 ° to 60 °, more preferably 50 ° to 55 °, is and / or the portion of the first pivot angle range includes in particular the first end position.
  • the portion of the first pivoting angle range in particular 50 ° to 65 °, preferably 50 ° to 60 °, more preferably 50 ° to 55 °, is and / or the portion of the first pivot angle range includes in particular the first end position.
  • the automatic transfer of the initial contact between the first hinge part and the second hinge part via the first outer surface and the second inner surface in the hooked engagement of the first hinge part and the second hinge part via the first and second cavities can basically be done in any way.
  • the first hinge part and the second hinge part are formed such that upon pivoting of the component by a first pivot angle, starting from the first end position, a first contact portion of the first hinge part comes into contact with a second contact portion of the second hinge part.
  • the first outer surface and the second inner surface as well as the first contact portion and the second contact portion are then designed to achieve the entangled engagement of the first hinge part and the second hinge part in the second end position such that upon further pivoting of the component beyond the first pivot angle beyond the second cavity limiting hook portion of the second hinge part is inserted into the first cavity of the first hinge part.
  • the contact in the region of the first and second contact sections can then advantageously serve as a trigger for the transfer into the engaged engagement.
  • the hook portion of the second hinge part can in principle be arranged at any suitable point at which a reliable, preferably automatic hooking is secured during further pivoting of the component. Especially easy This can be realized when the hook portion is formed by a free end facing away from the vehicle of the second hinge part.
  • the second contact portion may also be arranged in principle at any suitable location, on which it ensures in particular a reliable triggering for the transfer in the entangled engagement.
  • the second contact portion is disposed in the vicinity of the interlocking portions.
  • Particularly advantageous variants are characterized in that the second contact portion is formed on the hook portion of the second hinge part.
  • the first contact portion and the second contact portion are preferably formed as guide surfaces for sliding insertion of the hook portion of the second hinge part in the first cavity of the first hinge part during further pivoting of the component.
  • the first outer surface and the second inner surface contact each other at the first pivot angle via a surface contact area extending in a plane perpendicular to the instantaneous rotational axis between a first outermost contact point and a second outermost contact point, wherein the first outermost contact point is associated with a free end of the first hinge portion and the second outermost contact point is associated with a component side end of the first hinge portion.
  • a connecting line then runs between the first outermost contact point and the second outermost contact point on a side of the instantaneous rotational axis facing the surface contact region.
  • the large-area contact (which defines the instantaneous axis of rotation up to this point in time) can then dissolve beyond the first pivot angle on further pivoting, in which case the first outermost contact point at the free end of the first joint section acts as an initial pivot point through which the instantaneous rotational axis runs.
  • the instantaneous rotational axis can then suddenly change position in order to achieve the transfer to the engaged engagement.
  • a contact force acts on the first hinge part having a force component perpendicular to a connecting line between the first outermost contact point and the second outermost contact point the second inner surface facing the first outer surface.
  • a contact force can then advantageously support the transfer into the entangled engagement.
  • the second end position of the component can basically be defined solely by the effect of the weight of the component.
  • the component in the second end position, can thus hang freely on the vehicle via the hinge arrangement.
  • at least one stop is provided, which defines the second end position.
  • This at least one stop can in principle act at any suitable location, in particular it can be provided separately from the hinge arrangement.
  • the first hinge part comprises a first stop element, wherein the first stop element is adapted to cooperate in the second position to limit movement of the component with a second stop element, in particular by a further pivoting of the component on the second End position to prevent substantially.
  • the second stop element is arranged on the second hinge part, whereby a particularly simple and compact design is realized.
  • the first stop element may be arranged adjacent to a free end of the first joint section. This also results in a particularly compact, easy-to-implement design.
  • the first stop element is spatially associated with a free end of the first hinge section such that a gap is formed between the free end of the first hinge section and the first stop element, into which a free end of the second hinge section delimiting the second cavity during pivoting of the component dips between the first end position under the second end position.
  • the first hinge part and the second hinge part can in principle be designed such that the first hinge part can be released from the first hinge part from an arbitrary swivel angle out of the first end position, but in particular at each swivel angle.
  • the first hinge part and the second hinge part are formed such that the first hinge part is fixed over a Fix istsschwenkwinkel Scheme, in particular starting from the first end position against removal from the second cavity.
  • the fixing swivel angle range is preferably 0 ° to 70 °, preferably 0 ° to 60 °, more preferably 0 ° to 45 °,
  • the component can be released from the vehicle at or above a certain pivoting angle, in particular without any significant additional effort being required to release the connection (beyond absorbing the weight of the component).
  • the first hinge part and the second hinge part are designed such that the first hinge part can be removed from the second cavity via a removal pivot angle range, in particular substantially without force.
  • the removal swivel angle range can basically begin at any position.
  • the removal pivot angle range extends over a pivot angle of 80 ° to 120 °, preferably 85 ° to 110 °, more preferably 90 ° to 100 °, starting from the first end position.
  • the withdrawal pivot angle range may include the second end position.
  • a seal of the hinge assembly can be omitted.
  • a sealing device is provided for at least partially sealing a contact gap between the first outer surface of the first hinge part and the second inner surface of the second hinge part in the first end position.
  • the sealing device can basically act at any suitable location.
  • the sealing device preferably comprises a sealing element acting between the first hinge part and the second hinge part.
  • the sealing device comprises an effective in the first end position sealing force increasing portion which increases in the first end position, a contact force between the first outer surface and the second inner surface against the contact force before the effectiveness of the Dichtkrafterhöhungsabitess.
  • This can basically be done in any suitable way.
  • the Dichtkrafterhöhungsabêt is realized by an undersize of the second inner surface relative to the first outer surface, which is present in the first end position in the region of a free end of the first joint portion.
  • the component along the instantaneous rotational axis has a length dimension, while the first hinge part and / or the second hinge part along the instantaneous rotational axis over 20% to 100%, preferably 50% to 100%, more preferably 80% to 100%, extend the length dimension of the component. It can be provided that the first hinge part and / or the second hinge part are formed in the form of single, continuous component. In certain variants, however, the first hinge part and / or the second hinge part may comprise at least two segments spatially separated by a gap along the instantaneous rotational axis.
  • the first cavity and / or the second cavity along the instantaneous rotational axis is channel-shaped. Additionally or alternatively, the first cavity and / or the second cavity may be designed in the manner of a circular cylinder segment. This simplifies the production of the cavity. The same applies if the first outer surface and / or the first inner surface of the first hinge part and / or the second inner surface of the second hinge part is designed in the manner of a circular cylindrical surface.
  • the components of the hinge arrangement can in principle be produced in any suitable manner by means of any manufacturing method. Production is particularly simple if the first hinge part comprises a first extruded profile which forms the first cavity and / or the second hinge part comprises a second extruded profile which forms the second cavity.
  • the first hinge part can in principle be designed monolithically with the component.
  • particularly easy to manufacture and flexible variants are characterized by the fact that the first hinge part by at least one detachable with the Component connectable element is formed and / or the second hinge part is formed by at least one releasably connectable to the vehicle element.
  • the present invention further relates to a vehicle, in particular a rail vehicle, with a hinge arrangement according to the invention.
  • a vehicle in particular a rail vehicle
  • a hinge arrangement according to the invention.
  • the component can be any component of the vehicle.
  • the advantages of the invention are particularly useful if the component is a cladding element of an outer skin of the vehicle and / or the component is a closure flap for a compartment, in particular a device compartment, of the vehicle.
  • the equipment compartment can be an underfloor compartment, in particular an underfloor container, of a rail vehicle.
  • the vehicle 101 comprises a car body 102, which is supported in the region of its two ends in a conventional manner in each case on a chassis unit in the form of a bogie with two wheel units. It is understood, however, that the present invention may be used in conjunction with other configurations in which the body is supported only directly on a chassis.
  • a vehicle coordinate system x, y, z is given in the figures (predefined by the wheel contact plane of the bogie), in which the x-coordinate is the vehicle longitudinal direction, the y-coordinate is the vehicle transverse direction and the z-coordinate is the Vehicle height direction of the rail vehicle 101 denote.
  • the vehicle 101 is a passenger vehicle, with passenger transport equipment (such as seating, etc.) being provided inside the car body 102 above a floor level (not shown). Below the floor level one or more equipment compartments are provided in the form of so-called underfloor containers 103, which are accessible from the outside of the vehicle 101 on one or both sides of the vehicle.
  • the underfloor containers 103 are closed during operation of the vehicle 101 via one or more lateral cladding elements in the form of flaps 104.
  • the flaps 104 are hinged to the structure of the car body 102 in the region of their lower edge 104.1 via a preferred embodiment of the hinge arrangement 105 according to the invention.
  • the respective flap 104 thus represents a component in the sense of the present application, which is movably supported on the structure of the car body 102 via the hinge arrangement 105.
  • the flap 104 is in the FIGS. 1 and 6 in its closed, first end position EP1, in which it is (during normal operation) while the vehicle 101 is traveling and in which access to the interior 103.1 of the underfloor container 103 is closed.
  • the flap 104 may be locked in this first end position EP1, for example by means of locking devices (not shown) in the region of its upper edge 104.2 and / or the side edges 104.3 in order to prevent unintentional opening or pivoting out of the first end position EP1.
  • the hinge assembly 105 includes one of the flap associated component-side first hinge part 106 and a vehicle-side second hinge part 107.
  • the first hinge part 106 is monolithically or integrally formed in this example on a part of the flap 104. It may also be provided in other variants, however, that it is designed as a separate component, which is connected to the rest of the flap 104 (as shown in FIG FIG. 1 is schematically indicated by the dashed contour 104.4.
  • first hinge part 106 and the second hinge part 107 cooperate to be adjacent to the first end position EP1 (see FIG. 1 and 6 ) to define, among other things, a second end position EP2 of the flap 104, which is different from the first end position EP1, as described in US Pat FIG. 5 is shown.
  • the first hinge part 106 and the second hinge part 107 each define an instantaneous rotational axis 105.1 of the flap during a movement between the first end position EP1 and the second end position EP2.
  • the instantaneous rotational axis 105.1 is not stationary during the movement between the end positions EP1 and EP2 in the present example, but changes its position due to the design of the hinge parts 106 and 107.
  • the first hinge part 106 has a first joint section 106.1 which is formed in a hook-shaped manner with a free end 106.2 in a plane perpendicular to the instantaneous rotational axis 105.1.
  • the first articulated section 106.1 thus forms a first hook section 106.1 in the sense of the present application.
  • the first joint section 106.1 in this case has a first outer surface 106.3 and a first inner surface 106.4, which forms a first cavity 106.5 of the first hinge part 106, which groove-shaped along the instantaneous rotational axis 105.1.
  • the second hinge part 107 has a second joint section 107.1, which is also formed in a hook-shaped manner with a free end 107.2 in a plane perpendicular to the instantaneous rotational axis 105.1.
  • the second hinge section 107.1 thus forms a second hook section 107.1 in the sense of the present application.
  • the second joint section 107.1 has a second outer surface 107.3 and a second inner surface 107.4, which forms a second cavity 107.5 of the second hinge part 107, which groove-shaped along the instantaneous rotational axis 105.1.
  • the first hinge portion is inserted in the first end position EP1 in the second cavity 107.5 of the second hinge part 107, that the second inner surface 107.4 of the second hinge part 107 (which limits the second cavity 107.5 or forms) the first hinge part 106 against the direction of the weight force on the first outer surface 106.3 of the first joint portion 106.1 is supported.
  • the first hinge part 106 and the second hinge part 107 engage in the second end position EP2 of the flap 104 on the first cavity 106.5 and the second cavity 107.5 entangled such that they flap 104 against the weight of the flap 104 in the hold second end position EP2.
  • the flap 104 can therefore be held in the second end position EP2 solely by the two hinge parts 106, 107 without additional effort by the operator of the flap 104 and / or further aids (for example additional holding elements or the like).
  • the flap 104 is hooked over the first hinge part 106 in the second hinge part 107 and thus suspended from this.
  • the flap 104 can thus remain on the vehicle 101 in the second end position EP2 and does not have to be held in addition (by the operator or other aids).
  • the flap 104 is pivoted in the second end position EP2 with respect to the first end position EP1 (in a plane perpendicular to the respective instantaneous rotational axis 105.1) by a comparatively large, maximum opening angle MOW of about 150 °. Thanks to this large maximum opening angle MOW, it is easily possible to bring the flap 104 in a state in which the Interior 103.1 of the underfloor container 103 is easily accessible. It is understood that the maximum opening angle MOW in other variants can also assume any other value. Preferably, the maximum opening angle MOW is 90 ° to 220 °, more preferably 120 ° to 180 °, more preferably 140 ° to 160 °.
  • the two hinge parts 106, 107 in the present example are designed so that they are transferred to the interlocked state when moving or pivoting the flap 104 between the first (closed) end position EP1 and the second (open) end position EP2, in which their cavities 106.5, 107.5 intermesh.
  • the hinge parts 106, 107 are designed in the present example so that the hooking automatically, i. without additional aids or additional effort by the operator, just when pivoting the flap 104 takes place. If necessary, the operator must only ensure that the flap 104 does not move too fast from one end position (EP1 or EP2) into the other end position (EP2 or EP1) by a moderate speed of the flap during pivoting (opening or closing) ) in order to avoid dynamic forces resulting from too high accelerations of the flap 104. Otherwise, such dynamic forces could, for example, cause the mutual contact or engagement of the hinge parts to be released.
  • the first outer surface 106.3 and the second inner surface 107.4 are adapted to each other in such a way that they contact each other flat in the first end position EP1.
  • this is realized simply by designing each as segments of a circular cylinder jacket (with essentially identical radius and a segment angle of approximately 230 ° or 250 °). This alone can be achieved on the comparatively large-area contact between the two surfaces 106.3, 107.4 even at a relatively low surface pressure already a good seal of the hinge assembly 105.
  • the comparatively low surface pressure also allows a relatively low-wear configuration.
  • the contact or movement occurring between the two hinge parts 106, 107 during deflection of the flap 104 from the first end position EP1 results from the design (in particular the curvature) of the respective surface 106.3, 107.4 in the contact region. If, for example, the surfaces 106.3, 107.4 have different curvatures, then at least one can occur during the deflection out of the first end position EP1 initially a rolling motion and / or a rolling motion between the hinge parts come.
  • the adapted curvature in other variants can also extend over deviating circumferential angles.
  • the curvature K1 of the first outer surface and the adjusted curvature K2 of the second inner surface extend over circumferential angles UW1 and UW2 of at least 160 ° to 270 °, preferably from 180 ° to 250 °.
  • the first outer surface 106.3 and the second inner surface 107.4 slide over a first swivel angle range SWB1 of the flap 104 under a substantially flat surface Contact each other.
  • a well-defined guidance of the flap 104 achieved by the hinge assembly 105.
  • the instantaneous rotational axis 105.1 of the flap 104 is always exactly defined over this first swivel angle range SWB1 (namely, through the center of curvature of the first outer surface 106.3 and the second inner surface 107.4, respectively).
  • the first swivel angle range SWB1 is about 40 °.
  • the first swivel angle range SWB1 can be 40 ° to 70 °, preferably 45 ° to 60 °, more preferably 50 ° to 55 °, so that a precise guidance of the flap 104 is achieved over a comparatively large initial swivel angle range SWB1 without the operator would have to pay special attention to this.
  • the adaptation of the first outer surface 106.3 and the second inner surface 107.4 can be designed as desired.
  • At least a part of the first outer surface and a part of the second inner surface in a plane perpendicular to the instantaneous rotational axis has a substantially constant curvature K1 or K2, the radius of curvature preferably being 5 mm to 20 mm, preferably 6 mm to 15 mm, more preferably 8 mm to 12 mm, since hereby particularly favorable results can be achieved in terms of space, sealing and movement course.
  • the first outer surface 106.3 and the second inner surface 107.4 define a substantially stationary instantaneous rotational axis 105.1 over the entire first pivoting angle range SWB1.
  • this stationary instantaneous rotational axis is present at least over a partial area of the first pivoting angle range SWB1, wherein the partial area of the first pivoting angle range is in particular 50 ° to 65 °, preferably 50 ° to 60 °, more preferably 50 ° to 55 °.
  • the subregion of the first swivel angle range SWB1 may include the first end position EP1.
  • the transfer of the initial contact between the first hinge member 106 and the second hinge member 107 via the first outer surface 106.3 and the second inner surface 107.4 in the entangled engagement on the first cavity 106.5 and the second cavity 107.5 is automatically or automatically when moving the Flap 104 from the first end position EP1 to the second end position EP2.
  • FIG. 2 passes during a pivoting or movement of the flap 104 to a first pivot angle SW1 starting from the first end position EP1, a first contact portion 106.6 of the first hinge part 106 with a second contact portion 107.6 of the second hinge part 107 in contact.
  • the first contact section 106.6 is arranged on the first inner surface 106.4 on the flap-side (or component-side) end of the first hook section 106.1, while the second contact section 107.6 on the free end 107.2 of the second hook section 107.1 (at the transition between the second outer surface 107.3 and the second inner surface 107.4) is arranged.
  • the first contact portion 106.6 and the second contact portion 107.6 are formed in the present example as guide surfaces. These guide surfaces cause the second hook section 107.1 (of the second hinge part 107) to be slidably inserted into the first cavity 106.5 of the first hinge part 106 upon further pivoting of the flap 104 (beyond the first pivot angle).
  • the contact in the region of the first and second contact portions 106.6, 107.6 thus serves as a trigger for the transfer into the interlocked engagement.
  • a particularly simple, reliable and automatic transfer is achieved in the entangled engagement of the two hinge parts 106 and 107.
  • the arrangement of the second contact section 107.6 at the free end 107.2 of the second hook section 107.1 is particularly advantageous since the release for transferring into the interlocked engagement takes place in the immediate vicinity of the interlocking areas.
  • the first outer surface 106.3 and the second inner surface 107.4 contact each other at the first swivel angle SW1 over a surface contact area FKB extending in a plane perpendicular to the instantaneous rotational axis 105.1 between a first outermost contact point KP1 and a second outermost contact point KP2.
  • the first outermost contact point KP1 is assigned to the free end 106.2 of the first joint section 106.1, while the second outermost contact point KP2 is assigned to a flap-side (or component-side) end of the first joint section 106.1.
  • the connecting line VL extends between the first outermost contact point KP1 and the second outermost contact point KP2 on a side of the instantaneous rotational axis 105.1 facing the surface contact region FKB.
  • the connecting line VL extends between the first outermost contact point KP1 and the second outermost contact point KP2 on a side of the instantaneous rotational axis 105.1 facing the surface contact region FKB.
  • the instantaneous rotational axis 105.1 can then suddenly change its position in a simple manner in order to move the (into the FIGS. 3 and 4 recognizable) transferring into the interlocked engagement of the two hinge parts 106, 107 to achieve.
  • a contact force FK acts on the first hinge section 106 perpendicular to the connecting line VL (the contact points KP1, KP2). extending force component FKP, which points from the second inner surface 107.4 to the first outer surface 106.3.
  • This orientation of the contact force FK supports in Advantageously, the transfer in the entangled engagement of the two hinge parts 106, 107th
  • second end position EP2 of the flap 104 is defined in the present example by a stop.
  • the first hinge part 106 comprises a first stop element 106.7, which cooperates in the second end position EP2 to limit movement of the flap 104 with a second stop element 107.7 of the second hinge part 107 to substantially further pivoting the flap 104 beyond the second end position EP2 to prevent.
  • the first stop element 106.7 is spatially associated with the free end 106.2 of the first joint section 106.1 such that a gap 106.8 is formed between the free end 106.2 of the first joint section 106.1 and the first stop element 106.7.
  • the pivoting of the flap 104 in the second end position EP2
  • the free end 107.2 of the second hinge portion 107.1 in this gap 106.8 a is the pivoting of the flap 104 (in the second end position EP2), the free end 107.2 of the second hinge portion 107.1 in this gap 106.8 a.
  • the gap 106.8 is preferably as narrow as possible (in the plane perpendicular to the instantaneous rotational axis 105.1), in order to protect the region of the hinge arrangement 105 against soiling during operation of the vehicle 101 (hence, in the first end position EP1).
  • the narrowest possible gap in terms of the aerodynamic properties of the vehicle 101, in particular the noise is advantageous.
  • the first stop element 106.7 continues the outer top surface 104.5 of the flap 104 substantially kink-free, the first stop element 106.7 forms an edge termination outer top surface 104.5 at the lower edge 104.1 of the flap 104. Again, this is particularly advantageous from an aerodynamic point of view.
  • the opening 107.8 of the second cavity 107.5 is chosen so large that the first hinge part 106 is fixed starting from the first end position EP1 via a Fixtechniksschwenkwinkel Scheme FWB against removal from the second cavity 107.5.
  • the Fixtechniksschwenkwinkel Scheme FWB is in the present example about 0 ° to 75 °. at In other variants, the fixing swivel angle range FWB may be 0 ° to 70 °, preferably 0 ° to 60 °, more preferably 0 ° to 45 °,
  • the flap 104 at or from a certain pivot angle, namely a removal angle EW, which marks the end of the Fixtechniksschwenkwinkel Kunststoffs FWB (thus, therefore, about 75 °), be solved by the vehicle 101.
  • This release can be done without significant additional effort to release the connection (on the inclusion of the weight of the flap 104 addition).
  • the first hinge part 106 can be removed from the second cavity 107.5 essentially free of forcing via a removal pivot angle range EWB.
  • the removal pivot angle range EWB lies between the removal angle EW and the second end position EP2.
  • removal swivel angle range EWB can basically begin at any position.
  • the removal pivot angle range EWB extends (starting from the first end position) over a pivot angle of 80 ° to 120 °, preferably 85 ° to 110 °, more preferably 90 ° to 100 °.
  • a further sealing of the hinge arrangement 105 can be dispensed with.
  • a sealing device for at least partially sealing a contact gap between the first outer surface 106.3 and the second inner surface 107.4 may be provided in the first end position EP1, as shown in FIG FIG. 1 indicated by the contour 108.
  • the sealing device 108 can basically act at any suitable location.
  • the sealing device 108 preferably comprises a sealing element 108 acting between the first hinge part 106 and the second hinge part 107.
  • the sealing device 108 comprises a sealing force increasing section which becomes effective in the region of the first end position EP1 and which, in the first end position EP1, increases a contact force between the first outer surface 106.3 and the second inner surface 107.4 with respect to the contact force before the sealing force increasing section takes effect.
  • This can basically be done in any suitable way.
  • the Dichtkrafterhöhungsabites is by an undersize of the second inner surface 107.4 relative to the first outer surface 106.3 realized, which is present in the first end position EP1 in the region of a free end 106.2 of the first joint portion 106.1.
  • the flap 104 in the region of the hinge assembly 105 along the instantaneous rotational axis 105.1 has a length dimension L, while the first hinge part 106 and the second hinge part 107 along the instantaneous axis of rotation 105.1 over substantially the entire length of the flap 104, thus over in Substantially 100% of the length L extend.
  • the first hinge part 106 and / or the second hinge part 107 extend over 20% to 100%, preferably 50% to 100%, more preferably 80% to 100%, of the length dimension of the component.
  • first hinge part 106 and / or the second hinge part 107 are formed in the form of single, continuous component. In certain variants, however, the first hinge part 106 and / or the second hinge part 107 may comprise at least two segments spatially separated by a gap along the instantaneous rotational axis 105.1.
  • the components of the hinge assembly 105 may, in principle, be manufactured in any suitable manner by any manufacturing method from any suitable materials, typically metal or composite materials.
  • the production is particularly simple, since the first hinge part 106 comprises a first extruded profile, which forms the first cavity 106.5 and the second hinge part 107 comprises a second extruded profile, which forms the second cavity 107.5.
  • the first hinge part 106 may be monolithic with part of the flap 104, as in the present example.
  • the first hinge part 106 may be formed by at least one detachably connectable to the rest of the flap 104 element which, for example, in the region of the parting line 104.4 (see FIG. 1 ) is attached to the flap 104.
  • the second hinge part 107 is further formed by a releasably connectable to the structure of the car body 102 element.
  • the present invention has been described above solely with reference to an underfloor container of a rail vehicle, it is understood that it can also be used in other compartments of a rail vehicle, in particular compartments in the interior of the vehicle, in which a corresponding cladding element is used, for example, it may be the component to a shutter for a device compartment or the like in the interior of the vehicle.
  • the component may be any other passive component of the vehicle or may itself be an active component of the vehicle (for example an electrical and / or hydraulic and / or pneumatic component of the vehicle) which must be moved between the two end positions.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Hinges (AREA)
  • Superstructure Of Vehicle (AREA)
EP17194106.5A 2016-09-29 2017-09-29 Ensemble charnière pour un composant de véhicule Active EP3300983B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102016118531.0A DE102016118531A1 (de) 2016-09-29 2016-09-29 Scharnieranordnung für eine Fahrzeugkomponente

Publications (2)

Publication Number Publication Date
EP3300983A1 true EP3300983A1 (fr) 2018-04-04
EP3300983B1 EP3300983B1 (fr) 2023-06-07

Family

ID=60009472

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17194106.5A Active EP3300983B1 (fr) 2016-09-29 2017-09-29 Ensemble charnière pour un composant de véhicule

Country Status (3)

Country Link
EP (1) EP3300983B1 (fr)
DE (1) DE102016118531A1 (fr)
ES (1) ES2959863T3 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7558567B2 (ja) * 2021-03-24 2024-10-01 アクア株式会社 冷蔵庫

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1987774A (en) * 1932-01-25 1935-01-15 Ollie L Herron Hood construction
FR1158092A (fr) 1956-10-03 1958-06-06 Charnière
FR2140938A5 (fr) 1971-06-08 1973-01-19 Sig Schweiz Industrieges
GB2274896A (en) * 1993-01-28 1994-08-10 Roger John Lavers Saunders Joints and jointed structures
JPH0849461A (ja) * 1994-08-08 1996-02-20 Atsudo:Kk 丸形はぜ組み通し蝶番
EP2251510A2 (fr) * 2009-05-15 2010-11-17 Indian Institute Of Technology, Delhi Système de joint articulé
ES2539438A1 (es) * 2015-03-04 2015-06-30 Rolen Technologies & Products, S.L. Bisagra desmontable para trampillas

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1987774A (en) * 1932-01-25 1935-01-15 Ollie L Herron Hood construction
FR1158092A (fr) 1956-10-03 1958-06-06 Charnière
FR2140938A5 (fr) 1971-06-08 1973-01-19 Sig Schweiz Industrieges
GB2274896A (en) * 1993-01-28 1994-08-10 Roger John Lavers Saunders Joints and jointed structures
JPH0849461A (ja) * 1994-08-08 1996-02-20 Atsudo:Kk 丸形はぜ組み通し蝶番
EP2251510A2 (fr) * 2009-05-15 2010-11-17 Indian Institute Of Technology, Delhi Système de joint articulé
ES2539438A1 (es) * 2015-03-04 2015-06-30 Rolen Technologies & Products, S.L. Bisagra desmontable para trampillas

Also Published As

Publication number Publication date
DE102016118531A1 (de) 2018-03-29
ES2959863T3 (es) 2024-02-28
EP3300983B1 (fr) 2023-06-07

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