EP3300983B1 - Ensemble charnière pour un composant de véhicule - Google Patents

Ensemble charnière pour un composant de véhicule Download PDF

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Publication number
EP3300983B1
EP3300983B1 EP17194106.5A EP17194106A EP3300983B1 EP 3300983 B1 EP3300983 B1 EP 3300983B1 EP 17194106 A EP17194106 A EP 17194106A EP 3300983 B1 EP3300983 B1 EP 3300983B1
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EP
European Patent Office
Prior art keywords
hinge part
hinge
component
end position
cavity
Prior art date
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Application number
EP17194106.5A
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German (de)
English (en)
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EP3300983A1 (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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Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3300983A1 publication Critical patent/EP3300983A1/fr
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    • 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 having the technical features of the preamble of claim 1.
  • the invention also relates to a vehicle, in particular a rail vehicle, with such a hinge arrangement.
  • a number of vehicle components for example components of the traction equipment, air conditioning or other ancillary systems, are typically housed in separate equipment compartments of the vehicle. In many cases, this takes place in so-called underfloor containers, which must be closed to protect the vehicle components from unauthorized access, damage and dirt, but must be accessible, for example, for maintenance of the vehicle components. But the same applies to such device compartments inside the vehicle.
  • Such device compartments are consequently often closed off by closable and pivotable flaps or cladding elements, the movement of which is guided by corresponding hinge arrangements.
  • Such hinge assemblies often include a cylindrical axis element, which defines the axis of rotation of the fairing element, as for example from the FR 2,140,938 A is known.
  • the disadvantage here is that in the area of such hinge arrangements, there is typically a comparatively large gap between the cladding element and the adjoining part of the vehicle, which usually requires additional sealing.
  • such hinge arrangements can only be solved in a comparatively complex manner in order to remove the covering element from the vehicle if necessary.
  • Another hinge assembly is from FR 1.158.092 known.
  • a window of a caravan is suspended at its upper edge from the body of the caravan by hooking a hook-shaped first hinge part of the window into a hook-shaped second hinge part on the vehicle.
  • JP H08 49461 A also describes a hinge arrangement in which two hinge parts are designed to be hooked into one another or separable depending on the pivoting angle.
  • the present invention solves this problem based on the features according to the preamble of claim 1 by the features specified 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 arrangement, a large pivoting angle can be achieved between the first end position and a second, open end position, in which the articulated component is held on the vehicle solely by the hinge arrangement itself when the
  • the two hinge parts are each designed in such a way that when the component is pivoted they are transferred into an interlocked state, in which the hinge parts each engage in the cavity of the other hinge part.
  • the weight of the component in the second end position can be absorbed solely by the two hinge parts without additional effort by the operator and/or other aids (e.g. additional holding elements or the like).
  • a design is realized in which the component is hooked into the second hinge part via the first hinge part and is thus suspended from it.
  • the hinge parts are designed in such a way that the hooking in takes place automatically, ie without additional aids or additional effort by the operator, simply when pivoting the component. If necessary, the operator only has to ensure that the component does not move too quickly from the first end position to the second end position by setting the component at a moderate speed when pivoting, in order to avoid dynamic forces that result from excessively high acceleration of the component. due to which the mutual engagement of the hinge parts could loosen.
  • 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 position or maintenance position in which the component itself and/or a space closed 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 cladding element, on a vehicle, having a first hinge part on the component side and a second hinge part on the vehicle side.
  • the first hinge part and the second hinge part are adapted 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 portion and the second hinge portion are further configured to define an instantaneous axis of rotation of the component when moving between the first end position and the second end position.
  • the first hinge part has a first hinge portion hooked in a plane perpendicular to the instantaneous axis of rotation, 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 in such a way 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 via the first outer surface of the first joint section.
  • the first hinge part and the second hinge part are designed to interlock in the second end position of the component via the first cavity and the second cavity such that they hold the component against the weight of the component in the second end position.
  • first outer surface of the first hinge part and the second inner surface of the second hinge part can be paired in any form in order to ensure the support of the component in the first end position.
  • a substantially punctiform and/or linear contact can be present in sections.
  • the first outer surface of the first hinge part and the second inner surface of the second hinge part are adapted to one another in such a way that they are in surface contact with one another. A good sealing of the hinge arrangement can thus be achieved, for example, via the surface pressure between the two surfaces.
  • a comparatively low-wear configuration can be achieved.
  • the contact between the two hinge parts that takes place when the component is deflected from the first end position can then be designed as desired, for example during this deflection a rolling movement and/or a rolling movement between the hinge parts then takes place at least initially.
  • the first outer surface of the first hinge part and the second inner surface of the second hinge part preferably slide off one another with essentially surface contact when the component is deflected from the first end position under the influence of the weight of the component over a first pivoting angle range of the component. In this way, among other things, a precisely defined guidance of the component can be achieved by the hinge arrangement in a simple manner, in which case the instantaneous axis of rotation of the component is always precisely defined over this first pivoting angle range.
  • the first pivoting angle range is preferably 40° to 70°, preferably 45° to 60°, more preferably 50° to 55°, so that precise guidance of the component is achieved over a comparatively large initial pivoting 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 in any way.
  • at least part of the first outer surface and part of the second inner surface have a substantially identical curvature in a plane perpendicular to the instantaneous axis of rotation. This makes it possible in a simple manner to achieve exact guidance of the component with a defined instantaneous axis of rotation.
  • the curvature of the two surfaces does not necessarily have to be constant, but can vary at least in sections. In particularly simple variants, however, at least part of the first outer surface and part of the second inner surface has a substantially constant curvature in a plane perpendicular to the instantaneous axis of rotation on.
  • the radius of curvature is preferably 5 mm to 20 mm, preferably 6 mm to 15 mm, more preferably 8 mm to 12 mm, since particularly favorable results can be achieved in this way in terms of installation space, sealing and course of movement.
  • the first outer surface and the second inner surface are preferably designed in such a way that they define a substantially stationary instantaneous axis of rotation at least over a portion of the first pivoting angle range, with the portion of the first pivoting angle range being in particular 50° to 65°, preferably 50° to 60°, more preferably 50° to 55°, and/or the partial area of the first pivot angle range includes in particular the first end position. Particularly favorable results can also be achieved with this in terms of installation space, sealing and course of movement.
  • the automatic conversion of the initial contact between the first hinge part and the second hinge part via the first outer surface and the second inner surface to the hooked engagement of the first hinge part and the second hinge part via the first and second cavities can in principle take place in any manner.
  • the first hinge part and the second hinge part are designed such that when the component is pivoted through a first pivot angle starting from the first end position, a first contact section of the first hinge part comes into contact with a second contact section of the second hinge part.
  • the first outer surface and the second inner surface as well as the first contact section and the second contact section are then designed to achieve the hooked engagement of the first hinge part and the second hinge part in the second end position in such a way that when the component is pivoted further beyond the first pivot angle, the second cavity delimiting hook portion of the second hinge part is inserted into the first cavity of the first hinge part.
  • the contact in the area of the first and second contact sections can then advantageously serve as a trigger for the transfer to the locked engagement.
  • the hook section of the second hinge part can in principle be arranged at any suitable point at which reliable, preferably automatic hooking is ensured when the component is pivoted further. Especially easy this can be realized if the hook section is formed by a free end of the second hinge part facing away from the vehicle.
  • the second contact section can likewise be arranged at any suitable point at which it ensures, in particular, reliable triggering for the transfer to the hooked engagement.
  • the second contact section is preferably arranged in the vicinity of the mutually hooking areas.
  • Particularly advantageous variants are characterized in that the second contact section is formed on the hook section of the second hinge part. In this way, the triggering for the transfer to the interlocked engagement can already take place in the immediate vicinity of the interlocking areas.
  • the first contact section and the second contact section are preferably designed as guide surfaces for sliding insertion of the hook section of the second hinge part into the first cavity of the first hinge part as the component pivots further.
  • the first outer surface and the second inner surface contact one another at the first pivoting angle via a surface contact area which extends in a plane perpendicular to the instantaneous axis of rotation between a first outermost contact point and extends to a second outermost contact point, the first outermost contact point being associated with a free end of the first joint section and the second outermost contact point being associated with a component-side end of the first joint section.
  • a connecting line then preferably runs between the first outermost contact point and the second outermost contact point on a side of the instantaneous axis of rotation facing the surface contact area. If this is the case, the large-area contact (which up to this point defines the instantaneous axis of rotation) can then dissolve on further pivoting beyond the first pivot angle, in which case the first outermost contact point at the free end of the first joint section acts as the initial pivot point through which the instantaneous axis of rotation runs. In other words, the instantaneous axis of rotation can then change its position abruptly in a simple manner in order to achieve the transition to the locked engagement.
  • a contact force acts on the first hinge part, which has a force component perpendicular to a connecting line between the first outermost contact point and the second outermost contact point, which the second inner surface faces the first outer surface.
  • a contact force can then advantageously additionally support the transition into the hooked engagement.
  • the second end position of the component can be defined solely by the effect of the weight of the component. Consequently, in the second end position, the component can hang freely on the vehicle via the hinge arrangement.
  • at least one stop is preferably provided, which defines the second end position. This at least one stop can in principle act at any suitable point, in particular it can be provided separately from the hinge arrangement.
  • the first hinge part comprises a first stop element, the first stop element being designed to interact with a second stop element in the second position to limit movement of the component, in particular to prevent further pivoting of the component via the second End position addition essentially prevent.
  • the second stop element is preferably arranged on the second hinge part, as a result of which a particularly simple and compact design is realized. Additionally or alternatively, the first stop element can be arranged adjacent to a free end of the first joint section. This also results in a particularly compact design that is easy to implement.
  • the first stop element is spatially assigned to a free end of the first joint section in such a way that a gap is formed between the free end of the first joint section and the first stop element, into which a free end of the second hinge part, which delimits the second cavity, enters when the component is pivoted between the first end position and the second end position.
  • Particularly favorable and compact configurations can be realized in this way, in which the area of the hinge arrangement is protected in particular against dirt.
  • Particularly compact and favorable configurations result when the first stop element continues an outer cover surface of the component essentially without kinks and/or when the first stop element forms an edge termination of an outer cover surface of the component.
  • the first hinge part and the second hinge part can basically be designed in such a way that the first hinge part can be released from the second hinge part from any pivot angle out of the first end position, but in particular at any pivot angle.
  • the first hinge part and the second hinge part are designed in such a way that the first hinge part is fixed against removal from the second cavity over a fixing pivot angle range, in particular starting from the first end position. This can prevent the component from detaching from the vehicle for a specific swivel angle range.
  • the fixing swivel angle range is preferably 0° to 70°, preferably 0° to 60°, more preferably 0° to 45° appreciable additional effort to release the connection (beyond absorbing the weight of the component) can be solved.
  • the first hinge part and the second hinge part are therefore designed in such a way that the first hinge part can be removed from the second cavity over a removal pivot angle range, in particular essentially without constraint.
  • the removal pivot angle range can begin at any position.
  • the removal pivot angle range preferably extends over a pivot angle of 80° to 120°, preferably 85° to 110°, more preferably 90° to 100°, starting from the first end position. Additionally or alternatively, the removal pivot angle range can include the second end position.
  • sealing of the hinge arrangement 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 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 includes a sealing force increasing section that becomes effective in the area of the first end position, which increases a contact force between the first outer surface and the second inner surface in the first end position compared to the contact force before the sealing force increasing section came into effect.
  • this can be done in any suitable manner.
  • the sealing force increasing section is realized by the second inner surface being undersized compared to the first outer surface, which is present in the first end position in the area of a free end of the first joint section.
  • the component has a length dimension along the instantaneous axis of rotation, while the first hinge part and/or the second hinge part extend along the instantaneous axis of rotation by more than 20% to 100%, preferably 50% to 100%, more preferably 80% to 100%, the length dimension of the component.
  • the first hinge part and/or the second hinge part are designed in the form of a single, continuous component.
  • the first hinge part and/or the second hinge part can comprise at least two segments that are spatially separated from one another by a gap along the instantaneous axis of rotation.
  • the first cavity and/or the second cavity is designed in the form of a channel along the instantaneous axis of rotation. Additionally or alternatively, the first cavity and/or the second cavity can be designed in the manner of a circular cylinder segment. This simplifies the manufacture 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 cylinder surface.
  • the components of the hinge arrangement can be produced in any suitable manner using any production 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 be designed monolithically with the component.
  • the second hinge part which can be monolithically connected to the vehicle structure.
  • particularly easy to produce and flexible variants are characterized in 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 also 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 effective when 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 an equipment compartment, of the vehicle.
  • the equipment compartment can in particular 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 on a chassis unit in the form of a bogie with two wheel units.
  • a chassis unit in the form of a bogie with two wheel units.
  • the present invention can also be used in connection with other configurations in which the car body is only supported directly on a chassis.
  • a vehicle coordinate system x,y,z (specified by the wheel contact plane of the bogie) is given in the figures, in which the x coordinate represents the longitudinal direction of the vehicle, the y coordinate represents the transverse direction of the vehicle and the z coordinate represents the Vehicle height direction of the rail vehicle 101 denote.
  • the vehicle 101 is a vehicle for passenger transport, with facilities (not shown) for passenger transport (such as seating, etc.) being provided inside the car body 102 above floor level.
  • One or more device compartments in the form of so-called underfloor containers 103 are provided below floor level, which are accessible from the outside of the vehicle 101 on one or both sides of the vehicle.
  • the underfloor containers 103 are closed by one or more lateral paneling elements in the form of flaps 104 .
  • the flaps 104 are articulated in the region of their lower edge 104.1 via a preferred exemplary embodiment of the hinge arrangement 105 according to the invention on the structure of the car body 102.
  • the respective flap 104 therefore represents a component within the meaning 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 figures 1 and 6 shown in its closed, first end position EP1, in which it is (in normal operation) while driving the vehicle 101 and in which access to the interior of the underfloor container 103.1 103 is closed.
  • the flap 104 can be locked in this first end position EP1, for example via locking devices (not shown) in the area 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 arrangement 105 comprises a component-side first hinge part 106 assigned to the flap and a second hinge part 107 on the vehicle side.
  • it can also be provided that it is designed as a separate component which is connected to the rest of the flap 104 (as is shown in figure 1 is indicated schematically by the dashed contour 104.4.
  • first hinge part 106 and the second hinge part 107 work together to, in addition to the first end position EP1 (see figure 1 and 6 ) also to define, among other things, a second end position EP2 of the flap 104 that differs from the first end position EP1, as shown in figure 5 is shown.
  • the first hinge part 106 and the second hinge part 107 each define an instantaneous axis of rotation 105.1 of the flap during a movement between the first end position EP1 and the second end position EP2.
  • the instantaneous axis of rotation 105.1 in the present example is not stationary during the movement between the end positions EP1 and EP2, 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 hook-shaped in a plane perpendicular to the instantaneous axis of rotation 105.1 with a free end 106.2. Consequently, the first joint section 106.1 thus forms a first hook section 106.1 within the meaning of the present application.
  • the first joint section 106.1 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 that is channel-shaped along the instantaneous axis of rotation 105.1.
  • the second hinge part 107 has a second joint section 107.1, which is also hook-shaped in a plane perpendicular to the instantaneous axis of rotation 105.1 with a free end 107.2. Consequently, the second joint section 107.1 forms a second hook section 107.1 within the meaning 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 that is channel-shaped along the instantaneous axis of rotation 105.1.
  • the first joint section is inserted in the first end position EP1 into the second cavity 107.5 of the second hinge part 107 in such a way that the second inner surface 107.4 of the second hinge part 107 (which delimits or forms the second cavity 107.5) faces the first hinge part 106 the direction of the weight force is supported on the first outer surface 106.3 of the first joint section 106.1.
  • first hinge part 106 and the second hinge part 107 engage in the second end position EP2 of the flap 104 via the first cavity 106.5 and the second cavity 107.5 in such a way that they hook the flap 104 against the weight of the flap 104 in the hold the 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 other aids (e.g. additional holding elements or the like).
  • a design is realized in which the flap 104 is hooked into the second hinge part 107 via the first hinge part 106 and is thus suspended from it.
  • the flap 104 can thus remain on the vehicle 101 in the second end position EP2 and does not have to be held additionally (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 axis of rotation 105.1) by a comparatively large, maximum opening angle MOW of approximately 150°. Thanks to this large maximum opening angle MOW, it is possible in a simple manner to bring the flap 104 in a state in which the Interior 103.1 of the underfloor container 103 is easily accessible. It goes without saying that the maximum opening angle MOW can also assume any other value in other variants.
  • the maximum opening angle MOW is preferably 90° to 220°, more preferably 120° to 180°, more preferably 140° to 160°.
  • the two hinge parts 106, 107 are designed in the present example in such a way that when the flap 104 is moved or pivoted between the first (closed) end position EP1 and the second (open) end position EP2, they are transferred into the interlocking state, in which their cavities 106.5, 107.5 interlock.
  • the hinge parts 106, 107 are designed in such a way that the hooking or hooking takes place automatically, i.e. without additional aids or additional effort by the operator, simply when the flap 104 is pivoted.
  • the operator may only have to ensure that the flap 104 does not move too quickly from one end position (EP1 or EP2) to the other end position (EP2 or EP1 ) moves in order to avoid dynamic forces that result from excessively high accelerations of the flap 104.
  • Such dynamic forces could otherwise, for example, cause the hinge parts to disengage from each other.
  • the first outer surface 106.3 and the second inner surface 107.4 are adapted to one another in such a way that they are in surface contact with one another in the first end position EP1.
  • this is implemented simply by designing them as segments of a circular cylinder shell (with a substantially identical radius and a segment angle of approximately 230° or 250°).
  • a good sealing of the hinge arrangement 105 can be achieved simply by the comparatively large-area contact between the two surfaces 106.3, 107.4, even with comparatively low surface pressure.
  • the comparatively low surface pressure also enables a relatively low-wear configuration.
  • the contact or movement sequence between the two hinge parts 106, 107 that takes place when the flap 104 is deflected 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 area. If the surfaces 106.3, 107.4 have different curvatures, for example, it can then at least first there is a rolling movement and/or a rolling movement between the hinge parts.
  • the first outer surface 106.3 and the second inner surface 107.4 have an essentially constant and adapted to each other (here: essentially identical) curvature K1 or K2.
  • the adapted curvature can also extend over different circumferential angles in other variants.
  • the curvature K1 of the first outer surface and the adapted curvature K2 of the second inner surface preferably 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 thanks to the essentially identical curvature (under the influence of the weight of the flap 104) over a first pivoting angle range SWB1 of the flap 104 under essentially two-dimensional contact with each other.
  • a precisely defined guidance of the flap 104 by the hinge arrangement 105 is achieved in a simple manner.
  • the instantaneous axis of rotation 105.1 of the flap 104 is always exactly defined over this first pivoting angle range SWB1 (namely by the center of curvature of the first outer surface 106.3 or the second inner surface 107.4).
  • the first swivel angle range SWB1 is approximately 40°.
  • the first pivoting angle range SWB1 can be 40° to 70°, preferably 45° to 60°, more preferably 50° to 55°, so that precise guidance of the flap 104 is achieved over a comparatively large initial pivoting angle range SWB1 without the operator should pay special attention to this.
  • first outer surface 106.3 and the second inner surface 107.4 can be adapted as desired.
  • At least part of the first outer surface and part of the second inner surface has a substantially constant curvature K1 or K2 in a plane perpendicular to the instantaneous axis of rotation, with 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 particularly favorable results can be achieved in this way in terms of installation space, sealing and course of movement.
  • the first outer surface 106.3 and the second inner surface 107.4 define a substantially stationary instantaneous axis of rotation 105.1 over the entire first pivot angle range SWB1.
  • this stationary instantaneous axis of rotation is present at least over a portion of the first pivoting angle range SWB1, with the portion of the first pivoting angle range being in particular 50° to 65°, preferably 50° to 60°, more preferably 50° to 55°.
  • the partial area of the first swivel angle area SWB1 can enclose the first end position EP1. Particularly favorable results can also be achieved with this in terms of installation space, sealing and course of movement.
  • the conversion of the initial contact between the first hinge part 106 and the second hinge part 107 via the first outer surface 106.3 and the second inner surface 107.4 into the hooked engagement via the first cavity 106.5 and the second cavity 107.5 takes place automatically or automatically when the Flap 104 from the first end position EP1 to the second end position EP2.
  • first contact section 106.6 of the first hinge part 106 comes into contact with a second contact section 107.6 of the second hinge part 107.
  • the first contact section 106.6 is arranged on the first inner surface 106.4 at the flap-side (or component-side) end of the first hook section 106.1, while the second contact section 107.6 is arranged 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 section 106.6 and the second contact section 107.6 are designed as guide surfaces in the present example. These guide surfaces cause the second hook section 107.1 (of the second hinge part 107) to be slidably introduced into the first cavity 106.5 of the first hinge part 106 when the flap 104 is pivoted further (beyond the first pivot angle).
  • the contact in the area of the first and second contact section 106.6, 107.6 consequently serves as a trigger for the transfer to the hooked intervention. In this way, a particularly simple, reliable and automatic transfer into the hooked engagement of the two hinge parts 106 and 107 is achieved.
  • 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 triggering for the transfer to the hooked engagement takes place in the immediate vicinity of the areas hooked together.
  • first outer surface 106.3 and the second inner surface 107.4 contact each other at the first pivot angle SW1 via a surface contact area FKB, which extends in a plane perpendicular to the instantaneous axis of rotation 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 runs between the first outermost contact point KP1 and the second outermost contact point KP2 on a side of the instantaneous axis of rotation 105.1 facing the surface contact area FKB.
  • the large-area contact via the surface contact area FKB (which up to this point in time, i.e. up to the first pivoting angle SW1, defines the instantaneous axis of rotation 105.1) then dissolves during further pivoting beyond the first pivoting angle SW1.
  • the first outermost contact point KP1 at the free end 106.2 of the first articulated section 106.1 then functions as the initial pivot point through which the instantaneous axis of rotation 105.1 runs.
  • the current axis of rotation 105.1 can then change its position abruptly in a simple manner in order to Figures 3 and 4 recognizable) transfer to the hooked engagement of the two hinge parts 106, 107 to achieve.
  • a contact force FK acts on the first hinge part 106, which acts perpendicular to the connecting line VL (of the contact points KP1, KP2) running 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 to the hooked engagement of the two hinge parts 106, 107.
  • 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, in the second end position EP2, interacts with a second stop element 107.7 of the second hinge part 107 to limit a movement of the flap 104 in order to essentially prevent the flap 104 from pivoting further beyond the second end position EP2 to prevent.
  • first stop element 106.7 is adjacent to or spatially assigned to 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 gap 106.8 is preferably as narrow as possible (in the plane perpendicular to the instantaneous axis of rotation 105.1) in order to protect the area of the hinge arrangement 105 from dirt when the vehicle 101 is in operation (thus in the first end position EP1).
  • a gap that is as narrow as possible is advantageous with regard to the aerodynamic properties of the vehicle 101, in particular the noise development.
  • the first stop element 106.7 continues the outer cover surface 104.5 of the flap 104 essentially without kinks, with the first stop element 106.7 forming an edge termination of the outer cover surface 104.5 at the lower edge 104.1 of the flap 104. This is also 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, starting from the first end position EP1, is fixed over a fixing pivot angle range FWB against removal from the second cavity 107.5.
  • This can prevent the flap 104 from detaching from the vehicle 101 for a specific pivoting angle range, namely the fixing pivoting angle range FWB.
  • the fixation pivot angle range FWB is approximately 0° to 75°.
  • the fixation pivot angle range FWB can be 0° to 70°, preferably 0° to 60°, more preferably 0° to 45°,
  • the flap 104 can be detached from the vehicle 101 at or from a specific pivoting angle, namely a removal angle EW, which marks the end of the fixing pivoting angle range FWB (thus approximately 75°). This release can take place without significant additional effort to release the connection (beyond absorbing the weight of the flap 104).
  • a specific pivoting angle namely a removal angle EW, which marks the end of the fixing pivoting angle range FWB (thus approximately 75°).
  • the first hinge part 106 can consequently be removed from the second cavity 107.5 essentially without constraint over a removal pivot angle range EWB.
  • the removal pivot angle range EWB is between the removal angle EW and the second end position EP2.
  • the removal pivoting angle range EWB can basically begin at any position.
  • the removal pivot angle range EWB (starting from the first end position) preferably extends over a pivot angle of 80° to 120°, preferably 85° to 110°, more preferably 90° to 100°.
  • a sealing device can also be provided for at least partially sealing a contact gap between the first outer surface 106.3 and the second inner surface 107.4 in the first end position EP1, as is shown in figure 1 is indicated by the contour 108.
  • the sealing device 108 can 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 that becomes effective in the region of the first end position EP1, which increases a contact force between the first outer surface 106.3 and the second inner surface 107.4 in the first end position EP1 compared to the contact force before the sealing force increasing section came into effect.
  • this can be done in any suitable manner.
  • the sealing force increasing section is due to the second inner surface 107.4 being undersized compared 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 section 106.1.
  • the flap 104 has a length dimension L in the region of the hinge arrangement 105 along the current axis of rotation 105.1, while the first hinge part 106 and the second hinge part 107 extend along the current axis of rotation 105.1 over essentially the entire length of the flap 104, i.e. over im Substantially 100% of the length L extend.
  • the first hinge part 106 and/or the second hinge part 107 extends 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 can be designed in the form of a single, continuous component.
  • the first hinge part 106 and/or the second hinge part 107 can comprise at least two segments that are spatially separated from one another by a gap along the instantaneous axis of rotation 105.1.
  • the components of the hinge assembly 105 can be manufactured in any suitable manner using any manufacturing processes from any suitable materials, typically metal or composite materials.
  • production is particularly simple, since the first hinge part 106 includes a first extruded profile, which forms the first cavity 106.5, and the second hinge part 107 includes a second extruded profile, which forms the second cavity 107.5.
  • the first hinge portion 106 may be monolithic with a portion of the flap 104 as in the present example.
  • the second hinge part which can optionally be monolithically connected to the structure of the car body 102.
  • the first hinge part 106 can be formed by at least one element that can be detachably connected to the rest of the flap 104, which element can be connected, for example, in the area of the parting line 104.4 (see figure 1 ) is tethered to flap 104.
  • the second hinge part 107 is also formed by an element that can be detachably connected to the structure of the car body 102 .
  • the present invention has been described above exclusively on the basis of an underfloor container of a rail vehicle, it goes without saying 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 the component can be a closure flap for an equipment compartment or the like in the interior of the vehicle.
  • the component can be any other passive component of the vehicle or even 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.
  • an active component of the vehicle for example an electrical, and/or hydraulic and/or pneumatic component of the vehicle

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Superstructure Of Vehicle (AREA)
  • Hinges (AREA)

Claims (17)

  1. Agencement de charnière pour le support mobile d'un composant (104), en particulier un élément d'habillage, sur un véhicule ferroviaire (101), comportant
    - une première partie de charnière (106) côté composant et
    - un deuxième partie de charnière (107) côté véhicule,
    dans lequel
    - ladite première partie de charnière (106) et ladite deuxième partie de charnière (107) sont adaptées pour coopérer, dans un état monté sur ledit véhicule ferroviaire (101), afin de définir une première position finale et une deuxième position finale du composant (104) différente de ladite première position finale,
    - la première partie de charnière (106) et la deuxième partie de charnière (107) sont configurées pour définir un axe de rotation momentané (105.1) du composant (104) lors du mouvement entre la première position finale et la deuxième position finale,
    - la première partie de charnière (106) comporte une première section de charnière (106.1) en forme de crochet dans un plan perpendiculaire à l'axe de rotation momentané (105.1), la première section de charnière (106.1) comportant une première surface extérieure (106.3) et une première surface intérieure (106.4) formant une première cavité (106.5), et
    - dans l'état monté, la première section de charnière (106.1) est insérée dans une deuxième cavité (107.5) de la deuxième partie de charnière (107) dans la première position finale de telle sorte qu'une deuxième surface intérieure (107.4) de la deuxième partie de charnière (107) formant la deuxième cavité (107.5) supporte la première partie de charnière (106) contre la direction de la force de poids via la première surface extérieure (106.3) de la première section de charnière (106.1),
    - ladite première partie de charnière (106) et ladite deuxième partie charnière (107) sont adaptées pour s'emboîter l'une dans l'autre dans ladite deuxième position finale dudit composant (104) via ladite première cavité (106.5) et ladite deuxième cavité (107.5) de telle sorte qu'elles maintiennent ledit composant (104) dans ladite deuxième position finale contre la force de poids dudit composant (104),
    - la première partie de charnière (106) et la deuxième partie de charnière (107) sont formées de telle sorte que la première partie de charnière (106) est fixée sur une plage d'angle de pivotement de fixation pour empêcher un retrait de la deuxième cavité (107.5), dans lequel
    - la première partie de charnière (106) et la deuxième partie de charnière (107) sont formées de telle sorte que, lors d'un pivotement du composant (104) d'un premier angle de pivotement à partir de la première position finale, une première section de contact (106.6) de la première partie de charnière (106) vient en contact avec une deuxième section de contact (107.6) de la deuxième partie de charnière (107), et
    - la première surface extérieure (106.3) et la deuxième surface intérieure (107.4) ainsi que la première section de contact (106.6) et la deuxième section de contact (107.6) pour obtenir l'engagement verrouillé de la première partie de charnière (106) et de la deuxième partie de charnière (107) dans la deuxième position finale, sont formés de telle sorte que, lors d'une poursuite pivotement du composant (104) au-delà du premier angle de pivotement, une section crochet de la deuxième partie de charnière (107) délimitant la deuxième cavité (107.5) est introduite dans la première cavité (106.5) de la première partie de charnière (106), dans lequel
    - le transfert du contact initial entre la première partie de charnière (106) et la deuxième partie de charnière (107) par l'intermédiaire de la première surface extérieure (106.3) et de la deuxième surface intérieure (107.4) dans l'engagement verrouillé par l'intermédiaire de la première cavité (106.5) et de la deuxième cavité (107.5) se fait automatiquement lors du déplacement du composant (104) de la première position finale à la deuxième position finale, caractérisé en ce que la première partie de charnière (106) peut être retirée de la deuxième cavité (107.5) essentiellement sans contrainte par l'intermédiaire d'une plage d'angle de pivotement d'enlèvement.
  2. Agencement de charnière selon la revendication 1, dans lequel
    - la première surface extérieure (106.3) de la première partie de charnière (106) et la deuxième surface intérieure (107.4) de la deuxième partie de charnière (107) sont adaptées l'une à l'autre de telle sorte qu'elles se contactent à plat, dans lequel
    - la première surface extérieure (106.3) de la première partie de charnière (106) et la deuxième surface intérieure (107.4) de la deuxième partie de charnière (107) glissent l'une sur l'autre lors d'une déviation du composant (104) à partir de la première position finale sous l'effet du poids du composant (104), en particulier sur une première plage d'angle de pivotement du composant (104) avec un contact sensiblement à plat, dans lequel en particulier
    - la plage d'angle de pivotement est de 40° et 70°, de préférence de 45° à 60°, de préférence encore de 50° à 55°
    et/ou
    - la première surface extérieure (106.3) et la deuxième surface intérieure (107.4) sont formées de telle sorte qu'elles définissent un axe de rotation momentané (105.1) sensiblement stationnaire au moins sur une zone partielle de la première plage d'angle de pivotement, la zone partielle de la première plage d'angle de pivotement étant en particulier de 50° à 65°, de préférence de 50° à 60°, de préférence encore de 50° à 55°, et/ou la zone partielle de la première plage d'angle de pivotement comprenant en particulier la première position finale.
  3. Agencement de charnière selon la revendication 2, dans lequel
    - au moins une partie de la première surface extérieure (106.3) et une partie de la deuxième surface intérieure (107.4) présentent une courbure sensiblement identique dans un plan perpendiculaire à l'axe de rotation momentané (105.1)
    et/ou
    - au moins une partie de la première surface extérieure (106.3) et une partie de la deuxième surface intérieure (107.4) présentent une courbure sensiblement constante dans un plan perpendiculaire à l'axe de rotation momentané (105.1), le rayon de courbure étant notamment de 5 mm à 20 mm, de préférence de 6 mm à 15 mm, de préférence encore de 8 mm à 12 mm.
  4. Agencement de charnière selon l'une des revendications 1 à 3, dans lequel
    - la section crochet de la deuxième partie de charnière (107) est formée, dans l'état monté, par une extrémité libre de la deuxième partie de charnière (107) opposée au véhicule (101).
  5. Agencement de charnière selon l'une des revendications 1 à 4, dans lequel
    - la deuxième section de contact (107.6) est formée sur la section crochet de la deuxième partie de charnière (107)
    et/ou
    - la première section de contact (106.6) et la deuxième section de contact (107.6) sont sont réalisées sous forme de surfaces de guidage pour l'introduction glissante de la section crochet de la deuxième partie de charnière (107) dans la première cavité (106.5) de la première partie de charnière (106) lors de la poursuite du pivotement du composant (104).
  6. Agencement de charnière selon l'une des revendications 1 à 5, dans lequel
    - la première surface extérieure (106.3) et la deuxième surface intérieure (107.4) sont en contact l'une avec l'autre au premier angle de pivotement par l'intermédiaire d'une zone de contact de la surface s'étendant dans un plan perpendiculaire à l'axe de rotation momentané (105.1) entre un premier point de contact le plus extérieur et un second point de contact le plus extérieur, le premier point de contact le plus extérieur étant associé à une extrémité libre de la première section de charnière (106.1) et le second point de contact le plus extérieur étant associé à une extrémité côté composant de la première section de charnière (106.1),
    dans lequel
    - une ligne de jonction entre le premier point de contact le plus extérieur et le deuxième point de contact le plus extérieur s'étend sur un côté de l'axe de rotation momentané (105.1) faisant face à la zone de contact de la surface
    et/ou
    - au premier angle de pivotement entre la première section de contact (106.6) et la deuxième section de contact (107.6) dans le plan perpendiculaire à l'axe de rotation momentané (105.1), une force de contact agit sur la première partie de charnière (106), laquelle force a une composante de force perpendiculaire à une ligne de jonction entre le premier point de contact le plus extérieur et le deuxième point de contact le plus extérieur, qui est dirigée de la deuxième surface intérieure (107.4) vers la première surface extérieure (106.3).
  7. Agencement de charnière selon l'une des revendications 1 à 6, dans lequel
    - la première partie de charnière (106) comprend un premier élément de butée (106.7), dans lequel
    - le premier élément de butée (106.7) est adapté pour coopérer avec un deuxième élément de butée (107.7) dans la deuxième position finale afin de limiter un mouvement du composant (104), en particulier pour empêcher sensiblement une poursuite pivotement du composant (104) au-delà de la deuxième position finale.
  8. Agencement de charnière selon la revendication 7, dans lequel
    - le deuxième élément de butée (107.7) est disposé sur la deuxième partie de charnière (107)
    et/ou
    - le premier élément de butée (106.7) est disposé à côté d'une extrémité libre de la première portion de charnière (106.1)
    et/ou
    - le premier élément de butée (106.7) est associé dans l'espace à une extrémité libre de la première section de charnière (106.1) de telle sorte qu'une fente est formée entre l'extrémité libre de la première section de charnière (106.1) et le premier élément de butée (106.7), dans laquelle une extrémité libre de la deuxième partie de charnière (107) délimitant la deuxième cavité (107.5) plonge lors du pivotement du composant (104) entre la première position finale et la deuxième position finale.
  9. Agencement de charnière selon la revendication 7 ou 8, dans lequel lorsque la première partie de charnière est reliée au composant (104),
    - le premier élément de butée (106.7) prolonge une surface de couverture extérieure de l'élément (104) sensiblement sans plis
    et/ou
    - le premier élément de butée (106.7) forme une fermeture de bord d'une surface de couverture extérieure du composant (104).
  10. Agencement de charnière selon l'une des revendications 1 à 9, dans lequel
    - la plage d'angle de pivotement de fixation est, en particulier à partir de la première position finale, de 0° à 70°, de préférence de 0° à 60°, de préférence encore de 0° à 45°,
    et/ou
    - la plage d'angle de pivotement d'enlèvement s'étend sur un angle de pivotement de 80° à 120°, de préférence de 85° à 110°, de préférence encore de 90° à 100°, à partir de la première position finale et/ou la plage d'angle de pivotement d'enlèvement inclut la deuxième position finale.
  11. Agencement de charnière selon l'une des revendications 1 à 10, dans lequel
    - un dispositif d'étanchéité (108) est prévu pour étancher au moins partiellement une fente de contact entre la première surface extérieure (106.3) de la première partie de charnière (106) et la deuxième surface intérieure (107.4) de la deuxième partie de charnière (107) dans la première position finale,
    dans lequel
    - le dispositif d'étanchéité (108) comprend en particulier un élément d'étanchéité agissant entre la première partie de charnière (106) et la deuxième partie de charnière (107)
    et/ou
    - le dispositif d'étanchéité (108) comprend en particulier une section d'augmentation de la force d'étanchéité qui devient effective dans la région de la première position finale et qui, dans la première position finale, augmente une force de contact entre la première surface extérieure (106.3) et la deuxième surface intérieure (107.4) par rapport à la force de contact avant que la section d'augmentation de la force d'étanchéité ne devienne efficace, la section d'augmentation de la force d'étanchéité étant réalisée en particulier par une sous-dimension de la deuxième surface intérieure (107.4) par rapport à la première surface extérieure (106.3), laquelle sous-dimension est présente dans la première position finale dans la région d'une extrémité libre de la première section de charnière (106.1).
  12. Agencement de charnière selon l'une des revendications 1 à 11, dans lequel
    - lorsque le composant (104) a une dimension de longueur le long de l'axe de rotation momentané (105.1), la première partie de charnière (106) et/ou la deuxième partie de charnière (107) s'étend le long de l'axe de rotation momentané (105.1) sur 20 % à 100 %, de préférence 50 % à 100 %, plus préférentiellement 80 % à 100 %, de la dimension de longueur du composant (104),
    et/ou
    - la première partie de charnière (106) et/ou la deuxième partie de charnière (107) comprend, le long de l'axe de rotation momentané (105.1), au moins deux segments séparés spatialement l'un de l'autre par une fente.
  13. Agencement de charnière selon l'une des revendications 1 à 12, dans lequel
    - la première cavité (106.5) et/ou la deuxième cavité (107.5) est formée en forme de gouttière le long de l'axe de rotation momentané (105.1)
    et/ou
    - la première cavité (106.5) et/ou la deuxième cavité (107.5) est formée à la manière d'un segment de cylindre circulaire
    et/ou
    - la première surface extérieure (106.3) et/ou la première surface intérieure (106.4) de la première partie de charnière (106) et/ou la deuxième surface intérieure (107.4) de la deuxième partie de charnière (107) est formée à la manière d'une surface cylindrique circulaire.
  14. Agencement de charnière selon l'une des revendications 1 à 13, dans lequel
    - la première partie de charnière (106) comprend un premier profilé extrudé formant la première cavité (106.5)
    et/ou
    - la deuxième partie de charnière (107) comprend un deuxième profilé extrudé formant la deuxième cavité (107.5).
  15. Agencement de charnière selon l'une des revendications 1 à 14, dans lequel
    - la première partie de charnière (106) est formée par au moins un élément pouvant être relié de manière détachable au composant (104)
    et/ou
    - la deuxième partie de charnière (107) est formée par au moins un élément pouvant être relié de manière détachable au véhicule (101).
  16. Véhicule ferroviaire comportant d'un agencement de charnière selon l'une des revendications 1 à 15.
  17. Véhicule ferroviaire selon la revendication 16, dans lequel
    - le composant (104) est un élément d'habillage d'une peau extérieure du véhicule (101)
    et/ou
    - le composant (104) est un volet de fermeture d'un compartiment (103), en particulier d'un compartiment d'équipement, du véhicule (101).
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

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

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DE (1) DE102016118531A1 (fr)
ES (1) ES2959863T3 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2022148895A (ja) * 2021-03-24 2022-10-06 アクア株式会社 冷蔵庫

Family Cites Families (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
JP2658890B2 (ja) * 1994-08-08 1997-09-30 株式会社アッド 丸形はぜ組み通し蝶番
SG188074A1 (en) * 2009-05-15 2013-03-28 Indian Inst Technology Hinge joint system
ES2539438B1 (es) * 2015-03-04 2016-03-08 Rolen Technologies & Products, S.L. Bisagra desmontable para trampillas

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DE102016118531A1 (de) 2018-03-29
ES2959863T3 (es) 2024-02-28

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