EP3490869A1 - Articulation simple à élasticité transversale présentant un guidage rectiligne approximatif au moyen d'un timon - Google Patents

Articulation simple à élasticité transversale présentant un guidage rectiligne approximatif au moyen d'un timon

Info

Publication number
EP3490869A1
EP3490869A1 EP17752345.3A EP17752345A EP3490869A1 EP 3490869 A1 EP3490869 A1 EP 3490869A1 EP 17752345 A EP17752345 A EP 17752345A EP 3490869 A1 EP3490869 A1 EP 3490869A1
Authority
EP
European Patent Office
Prior art keywords
joint
car body
drawbar
axis
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP17752345.3A
Other languages
German (de)
English (en)
Other versions
EP3490869B1 (fr
Inventor
Werner URBANEK
Friedrich Vemmer
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.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to RS20220406A priority Critical patent/RS63221B1/sr
Publication of EP3490869A1 publication Critical patent/EP3490869A1/fr
Application granted granted Critical
Publication of EP3490869B1 publication Critical patent/EP3490869B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a multi-part, track-bound articulated vehicle, in particular a rail vehicle, with a first and at least one further, second car body, which are coupled together via a first joint, wherein the first joint between the first and the second car body arranged and at least for Execution of a rotational movement of the first and the second car body is designed to be suitable around a vertical axis of the rail vehicle and for transmitting drive and braking forces between the first and the second car body.
  • Articulated vehicles in particular large-scale vehicles for passenger transport, of the type mentioned, such. B.
  • articulated vehicles may have multiple joints between the car bodies. For example, they have lower and upper joints.
  • the lower joints are provided for coupling and transmission of the drive, braking and optionally weight forces between the car bodies.
  • the upper joints are used to release or restrict pitch and / or roll between the car bodies. In a rolling motion, the car bodies twist each other.
  • a variety of solutions are known, e.g. from DE 1 164 246 A.
  • the upper joint of DE 1 164 246 A is not suitable for the transmission of drive and braking forces between the car bodies.
  • the lower joints are often designed as spherically movable joints and rigidly connected to the car bodies via brackets. These lower joints allow rotary movements of the car bodies around the vertical axis (z-axis) and - depending on the version - in principle also pitching movements as well
  • Multi-articulated vehicles or double-articulated vehicles are suitable to drive narrow bow sequences without transition bends or with small radii of curvature, but the trolleys must be connected with a high Ausdussteiftechnik to the car bodies. Otherwise, the vehicles are prone to buckling and associated derailment under longitudinal forces. flow during braking and acceleration or in mountain operation. This leads to a significantly reduced ride comfort, a lower dynamic safety against derailment and increased wheel-rail wear.
  • Another disadvantage of the multi-articulated vehicles compared to single-articulated vehicles is that the long litter modules lead to a very uneven axle load distribution over the vehicle, and thus very high axle loads on the middle chassis, and that the joints are subject to a high vertical load. The high number of joint areas and thus also car bodies leads to a less attractive interior and a high design effort.
  • DE 10 2010 040 840 A1 shows a vehicle with double steering. It is proposed to perform one of the double joint points nicksteif instead of a pitch coupling, so that there is a double joint with only one Nick matterssgrad. In addition, a trailing arm can be arranged in the roof area. Alternatively, it is proposed to design a 3-part vehicle in such a way that in each case two unilaterally nick-stiff double joints are coupled to one another by means of a kinematic coupling in the roof area, so that the same pitch angle is established at both joints. Individual articulated vehicles, however, are only partially suitable,
  • the object of the invention is to provide an articulated vehicle for operation in the case of complex routing and lacking overpass. specify sheets with at the same time a small clearance requirement.
  • a multi-part, track-bound articulated vehicle according to the invention in particular a rail vehicle, hereinafter referred to simply as a "vehicle”, comprises a first and at least one further, second vehicle body, which are coupled to one another via a first joint It is at least adapted to carry out a rotational movement of the first and second car bodies about a vertical axis of the vehicle, and the first joint is adapted to transmit driving and braking forces between the first and second car bodies
  • the first joint and its connection to the second car body, as well as the drawbar and the connection of the drawbar with the first car body may be designed to transmit support loads between the first and the second car body.
  • the first joint is connected to the first vehicle body via a drawbar and rigidly connected to the second vehicle body, wherein the drawbar is arranged underneath the first vehicle body such that it can rotate about an axis of rotation on the first vehicle body, which permits rotation of the drawbar in a horizontal plane, so that the first joint is movable transversely to the longitudinal axis of the first car body.
  • the rotational movement of the drawbar about the axis of rotation is limited exclusively to the horizontal plane.
  • the axis of rotation then runs vertically or in the direction or parallel to the vertical axis of the vehicle.
  • the first joint is thus arranged movably to the first car body on the first car body and connected to the first car body, that the pivot point of the rotational movement of the first and second car body is movable about the vertical axis of the vehicle with a direction components transverse to the longitudinal axis of the first car body and thereby
  • movements, in particular displacements, of the first and the second car body relative to one another in the direction of the vehicle transverse axis are also possible.
  • the rotational movement of the car bodies about the vertical axis is also referred to as a pivoting movement and the first joint is designed correspondingly at least for the execution of pivotal movements of the first and the second car body to each other.
  • the first joint is designed as a pivot bearing, for example as a hinge joint, in order to allow rotational movements of the vehicle bodies around the vehicle's vertical axis when cornering.
  • the pivot point of the rotational movement of the first and second car body about the vertical axis of the vehicle is in the vertical axis of the vehicle.
  • the first joint may also be configured to perform a pitching motion of the first and second car bodies about a transverse axis of the vehicle and / or to perform a roll motion of the first and second car bodies about a longitudinal axis of the vehicle.
  • the first joint is designed in particular as a spherical joint.
  • the vertical axis of the vehicle is vertical in a vehicle standing on a horizontal plane.
  • a longitudinal axis of the vehicle and a transverse axis of the vehicle lie in a horizontal plane and are perpendicular to each other and of course orthogonal to the vertical axis.
  • the longitudinal axis of the vehicle points in the direction of travel in a vehicle driving a curve-free straight path.
  • Axes of a car body defined. They run in the described states of the vehicle parallel to the corresponding axes of the vehicle or coincide with these.
  • a movement of the pivot point of the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle transversely to the longitudinal axis of the first car body thus has at least one direction component in the direction of the transverse axis of the first car body, which also in the guided movement along a circular path around the A rotation axis with a radius, given by the length of the drawbar, is present, although it is not a displacement of the pivot point parallel to or along the transverse axis of the first car body.
  • first joint body of the first joint is rotatably mounted about a joint axis in or on a second joint body of the first joint ,
  • a ball head is rotatably mounted as a first joint body in a complementarily configured joint socket as a second joint body about a joint axis which runs coaxially through the ball head and through the joint socket.
  • the hinge axis of the first hinge and the vertical axis of the vehicle, around which the first and second car bodies are rotatably connected to each other via the first joint coincide, the pivot point of the rotational movement of the first and second car bodies about the vertical axis of the vehicle in the Vertical axis lies.
  • the vertical axis of the vehicle about which the rotational movement of the first and the second car body takes place and the joint axis of the first joint are congruent.
  • the vertical axis usually leads through the first joint.
  • a rotary joint usually has one degree of freedom, while a ball joint has three degrees of freedom.
  • the first joint is connected via the rotatable about the axis of rotation on the first car body mounted drawbar with the first car body.
  • the first joint is rigidly connected to the drawbar.
  • the first joint is rigidly connected to the second car body.
  • the first joint comprises at least two mutually movable joint parts, for example a joint socket and a ball head.
  • At least one articulated part is then rigidly arranged on the second vehicle body so that no relative movement between the corresponding articulated part and the second vehicle body is made possible.
  • the first joint is then firmly connected in the spatial directions along or parallel to the high, transverse and longitudinal direction of the vehicle to the second car body with the second car body.
  • the first joint is by means of a
  • the other joint part is then immovably arranged on the drawbar.
  • the hinge part which is firmly connected to the drawbar, thus can only move in a horizontal plane.
  • a rigid connection can be made both by a positive, cohesive or material connection.
  • the joint parts with the corresponding connection partners here so for example the second car body and / or the drawbar, screwed or welded.
  • a drawbar usually a connecting rod between two vehicles is referred to pull a vehicle with the other.
  • the drawbar is used for the articulated connection of two car bodies of a vehicle.
  • both the first, and the second car body is supported in each case on at least one chassis or bogie, which is in particular arranged in each case centrally under the respective car body.
  • the vehicle according to the invention is thus further developed by a so-called single articulated vehicle.
  • the vehicle may include two, three, four or more car bodies. If it is a so-called short-haul car, each car body is supported on one, in particular centrally under the car body bogie. As a short-haul car vehicles are referred to, in which per car part a bogie is needed.
  • the joint control usually completely eliminated, the joint is on the contrary automatically by the restoring forces of the secondary springs and there are also only small support loads to be transmitted from the first joint.
  • the angle of rotation of the chassis or bogies of a vehicle according to the invention are usually limited.
  • the vehicle according to the invention is not a double-articulated vehicle.
  • the rotation of the car bodies around the vertical axis takes place almost exclusively in the first joint.
  • the rotational movement of the drawbar about the axis of rotation allows only the movement of the car bodies across each other. This is achieved in particular with the articulation of the drawbar deep below the first car body.
  • Essential is the mobility of the first and second car body to each other in the direction of the vehicle transverse axis.
  • the transverse mobility of the car bodies In movements of the first and the second car body in the direction of the vehicle transverse axis to each other, the high- Axes of the two car bodies vertically and thus parallel to each other. In rolling movements, however, the car bodies are free of a shift to each other, they only tilt and thus have their vertical axes at an angle greater than zero. Often, both vertical axes are no longer vertical in roll motions.
  • Rolling movements are made possible by a lower joint, which absorbs most of the forces occurring between the car bodies in the direction of the longitudinal, transverse and vertical axis of the vehicle and passes, and by an upper joint, which is arranged in the vehicle transverse direction movable on a car body. In comparison, the upper joint transmits few forces from one car body to the other.
  • the lower joint is designed to allow rolling movements.
  • a spherical joint has proved to be a lower joint.
  • the first joint of the invention serves for the transmission of drive and braking forces, and possibly also the transmission of support loads, and is therefore designed and advantageously arranged in the lower region of the car bodies between the first and the second car body, in particular between the respective bogies or bogies on which the car bodies are propped up.
  • the first Steering is thus assigned to neither of the two car bodies and arranged spaced from both.
  • the first joint is arranged below a wagon transition between the first and the second wagon body.
  • the wagon crossing is used for the passage of persons between the first and the second car body.
  • the vehicle according to the invention can be designed as a low-floor vehicle, in particular as a low-floor rail vehicle of local passenger traffic.
  • the low-floor portion is preferably at least 80%, in particular it is a so-called 100% low-floor rail vehicle.
  • the first joint can also be located in the low-floor area. It is then arranged in particular below a low-floor car transition between the first and the second car body, which is then a so-called lower joint.
  • the articulated vehicle can furthermore also have an upper joint between the first and the second vehicle body.
  • a coupling rod can be inserted in the upper region of the car body.
  • the pan, pitch and / or roll mobility of the first and the second car body to each other for example by means of suitably trained and arranged end stops, be limited.
  • a low-floor car transition has a low-floor floor in the vehicle interior for the passage of passengers from the first to the second car body and vice versa.
  • the floor in the area of a carriage transition between the first and the second car body is formed further as a joint floor, which has a gap extending transversely to the longitudinal axis of the first car body between a first and a further, second floor part of the joint carcass. floor, wherein the first and the second floor part along the gap are slidably mounted to each other.
  • the first floor part can be assigned to the first car body and connected thereto or stored on it.
  • the second floor part could be assigned to the second car body and connected to this or stored on this.
  • the gap can also be called transverse displacement gap.
  • a movement of the first car body with a direction component transverse to the second car body is imaged in the interior of the vehicle along this transverse displacement gap.
  • An alternative to the transverse displacement gap is a lamellar floor or another elastic floor covering. Such floors permit a transverse movement of the vehicle bodies relative to each other without displacement of components in the interior of the vehicle.
  • the first joint may be provided a turntable.
  • the transverse displacement gap in the joint floor can then be moved as far as possible in the direction of the turntable in order to reduce the gaping gaps between a bellows trapezoid and the joint floor. Longitudinal displacements can also be recorded to a slight extent with the transverse displacement gap.
  • the articulated arrangements according to the invention enable a transverse movement of the car body underframes and chassis of adjacent car bodies to one another. Since the pivoting movement of the two car bodies are made possible about the vertical axis by the first joint and the transverse movement of the car bodies to each other by means of
  • the first joint is suitably designed for the transmission of support loads between the first and the second car body.
  • Support loads act in particular in the direction of the vertical axis and thus in the vertical direction.
  • Support loads must be taken in particular if a car body itself is not supported on a chassis or bogie or the center of gravity positions of the car bodies deviate in a single-articulated vehicle from the bogie centers. They thus result mainly from the weight forces of the car bodies.
  • the connections of the first joint to the first and to the second car body are dimensioned accordingly and also otherwise suitable.
  • the drawbar can be developed further supported in the vertical direction on the first car body.
  • the drawbar by a breakthrough in the first car body, in particular by a breakthrough in an end cross member of the first car body, out and in the vertical direction, in particular down and up, are supported by this.
  • connection of the drawbar with the car body serves to support the drawbar in the vertical direction.
  • the connection of the drawbar with the car body may be dimensioned such that the axis of rotation is vertical - ie in the direction of the vertical axis of the first car body or the vehicle - and a movement of the drawbar, in particular a rotational movement of the drawbar about the axis of rotation, exclusively in the Horizontal plane allowed.
  • the drawbar can be supported in the opening by means of a sliding pairing or by means of support rollers upwards and / or downwards. This serves in particular to reduce friction losses.
  • Support rollers are arranged in particular on the side of the drawbar, which can roll on a correspondingly suitable surface of the opening.
  • To- complementary and aligned sliding surfaces can be arranged on both sides.
  • the breakthrough is in particular between the axis of rotation and the first joint and thus seen from the axis of rotation in the direction of the second carriage body facing the end of the first car body.
  • the breakthrough is located in particular in the region of the second car body facing the end of the first car body.
  • sliding pairings are e.g. Teflon - polished stainless steel, polyamide - ground hardened steel or hard-hard pairings, e.g. conceivable with Hartmanganplatten.
  • support rollers so-called.
  • Support or cam rollers are preferably provided, which consist of a rolling bearing with a thick-walled outer ring and spherical surface of the outer ring.
  • a small clearance should be provided between the support roller and the upper and / or lower track in order to enable a low-friction kinematic unrolling.
  • separate support rollers can be provided for the support upwards and / or downwards. About support rollers with eccentric then a backlash-free adjustment is possible.
  • scrapers can be provided in front of the support rollers.
  • a shortening of the Euler buckling length of the drawbar is still achieved.
  • the drawbar is to be dimensioned against buckling as an Euler buckling bar. Since the drawbar is inserted into the carbody base, the drawbar up and / or down through the car body base with a limited play. This results in a drastically shortened buckling length according to Euler, whereby the drawbar can be dimensioned considerably lighter.
  • a ratio of a distance from the opening, in particular for the vertical support of the drawbar through the opening, to the axis of rotation to the distance of the first joint to the axis of rotation at least 1/2, in particular at least 2/3, in particular at least 3/4.
  • the drawbar would be rotatable only about a vertical axis of the rail vehicle.
  • the drawbar would be below the first car body connected to the first car body, that it allows only the execution of a rotary or pivotal movement of the drawbar about the axis of rotation parallel to the vertical axis of the rail vehicle, for example via a hinge joint.
  • the drawbar in particular elastically, is arranged on the first vehicle body or connected therewith so that the axis of rotation can be deflected from a rest position in the longitudinal direction of the first vehicle body, at least in the direction of a
  • the rest position is determined in a power-free rest state of the vehicle. In this state of rest, the vehicle is on a horizontal, curve-free and straight route. Apart from the own weight forces no further external forces act on the vehicle or its components.
  • the axis of rotation lies in particular on the vehicle longitudinal axis.
  • a compressive force acts with a pointing from the first joint to the first car body direction component.
  • the drawbar experiences a tensile force acting on the first joint, then the drawbar is stretched seen from the axis of rotation in the direction of the second car body.
  • the drawbar is arranged by means of an elastic drawbar bearing on the first car body. This is designed to allow the above-mentioned deflection of the rotation axis from the rest position parallel to the longitudinal direction of the vehicle in a direction pointing from the first joint to the first carriage body direction.
  • the elastic drawbar bearing can be attached directly to the first car body, in particular to the shell of the first car body.
  • the axis of rotation in its rest position adjacent to an end stop, which prevents movement of the axis of rotation parallel to the longitudinal direction of the vehicle in a direction facing the end of the first car body direction, which faces the second car body. Acts on the first joint thus a tensile force, the axis of rotation is therefore not deflected.
  • the elastic drawbar bearing comprises a spring element, which acts a bias toward the end of the first car body, which faces the second car body acts.
  • the lug as deflected by a compressive force from the rest position, which counteracts the spring force of the spring element, which leads to a provision of the rotational axis in the rest position at a pressure force freedom.
  • To limit the movement of the axis of rotation in the longitudinal direction of the vehicle can also be provided on both sides in each case at least one end stop.
  • the drawbar may additionally have a projection, for example in the form of a bent collar, which with a rigidly arranged on the first car body and complementary to the projection formed stop, for example in the form of a ner arcuate gate, cooperates in the way that at a deflection of the axis of rotation out of its rest position, and thus at least in a direction pointing from the first joint to the first carriage body direction parallel to the longitudinal direction of the vehicle, the projection comes to rest on the stop and forces, in particular Starting from the first joint pressure forces acting in the direction of the axis of rotation, are introduced via the voltage applied to the stop projection of the drawbar in the first car body.
  • the projection resting against the stop acts as a "kink brake" via the resulting frictional forces.
  • the projection is advantageously formed with a directional component perpendicular to a longitudinal axis of the drawbar. He can only be designed as a pin or, for example, as a curved collar.
  • the stop may have a complementary contour for improved guidance. It can then also be arcuate, in particular with a radius corresponding to the distance from the axis of rotation, be formed.
  • the stop complementary to the projection is advantageously arranged in the region of the opening, which in turn is preferably arranged in the region of the end of the first car body facing the second car body. Further formed edges of the aperture act as a stop to at least pressure forces acting on the drawbar from the first joint and acting in the direction of the axis of rotation record. However, it can also be provided on both sides guidance of the projection, so that it can also come to rest against the system and tensile forces can be initiated starting from the first joint in the first car body.
  • the projection to the stop In the rest position of the axis of rotation, the projection to the stop on a predetermined, in particular adjustable distance.
  • the elastic drawbar bearing and / or the distance between the projection and the stop in the rest position of the rotation axis can be designed such that the maximum deflection of the rotation axis does not exceed a value of 20 mm, in particular a value of 10 mm.
  • the distance between the end stops is at most 20 mm, in particular at most 10 mm.
  • the elastic drawbar bearings and the distance between the projection to stop in the rest position of the axis of rotation are coordinated accordingly.
  • the stop acts as an end stop of the elastic drawbar bearing opposite stop to limit the movement of the drawbar with a directional component in the longitudinal direction of the vehicle. Analogous to the vertical support of the drawbar by the
  • the drawbar could also have at least one roller that can come to rest on the stop and can roll on the stop at a transverse movement of the first joint or a rotational movement of the drawbar about the axis of rotation.
  • the roller could be mounted on the projection and have a vertical roller axis. It would then form a rolling friction pair with the stop. However, a sliding surface pair with increased sliding friction is preferred.
  • Bend length Further developed is a ratio of a distance from the projection to the axis of rotation to the distance of the first joint to the axis of rotation at least 1/2, in particular at least 2/3, in particular at least 3/4.
  • transverse stops For example, rubber buffers are arranged as transverse stops at the ends of the opening, which act in the direction of the drawbar. Further developed is the distance between the transverse stops to each other or the distance of each transverse stop to the vehicle longitudinal axis adjustable. For example, shims or washers are mountable under the transverse stops to adjust the maximum path of transverse mobility.
  • the rotational mobility of the drawbar about the axis of rotation can be influenced by at least one element with resilient and / or damping effect.
  • a resilient element also called reset element, in particular at least one spring, could also cause a provision of the drawbar in a central position. It is designed to apply a predetermined force greater than zero to the drawbar in a predetermined direction, which counteracts a rotational movement of the drawbar about the axis of rotation from a predetermined central position.
  • the return element with a spring effect thus also serves for a centering of the first joint.
  • the drawbar bearing could be a Reibwindhemmung for influencing the rotational mobility of the drawbar about the axis of rotation exhibit.
  • the car bodies are free from a transverse displacement to one another, the longitudinal axis of the first car body and the longitudinal axis of the second car body coincide.
  • the first joint is in the predetermined rest position, in particular on a longitudinal axis of the first car body of the articulated vehicle. In the predetermined rest position, the first joint is free of external forces, in particular transversely to the longitudinal axis of the first car body.
  • the force of the restoring element generally acts with at least one directional component transversely to the longitudinal axis of the first vehicle body towards the central position.
  • the at least one direction component transverse to the longitudinal axis of the first car body of the force of the return element has a predetermined amount greater than zero.
  • a movement of the pivot point of the rotational movement of the first and second car body about the vertical axis of the articulated vehicle from the rest position transversely to the longitudinal axis of the first car body is thus only possible if the predetermined force which transverse to the longitudinal axis of the first car body to the rest position of the pivot point of the rotational movement of the first and the second car body acts around the vertical axis of the articulated vehicle and is applied by the return element, is exceeded.
  • the predetermined force is greater than a friction torque in the first joint, which counteracts the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle.
  • the predetermined force is in a predetermined ratio to the turn-off angle and / or the removal torque of a chassis of the first
  • the predetermined force may also be more generally in a predetermined relationship to the Ausfwinkel or to the removal torque of one or more trolleys under the car bodies, which require the transverse mobility in tight arc sequences stand.
  • the predetermined force is applied in particular mechanically, for example by means of a spring, electrically, for example by means of an electric motor, or pneumatically or in particular hydraulically.
  • the return element is further developed corresponding to the first car body arranged and / or connected to this and directly or indirectly with the
  • the articulated vehicle may comprise at least one damper element which at least one rotational movement of the drawbar about the axis of rotation and thus a movement of the pivot point of the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle transverse to the longitudinal axis of the first car body from a predetermined Resting quietly out.
  • the damper element dampens any movement of the first articulation transverse to the longitudinal axis of the first vehicle body, be it out of the rest position or out of a deflected position into the rest position. In the sense of aligning the body chain, it makes sense to dampen the movement back to the rest position weaker. In a further development, it is provided that the
  • Rotational mobility of the drawbar can be blocked about the axis of rotation, for example by means of a bolt which is guided by a vertical bore in the drawbar and by a complementary bore in the first car body.
  • the degree of freedom of transverse mobility can be e.g. by a bolt which is inserted through a hole in the drawbar and in the Wagenkasten- base frame in a simple way block.
  • a blockage of the drawbar is e.g. also by a respective bolt left and right of the drawbar or by means of a clamp possible, which is pivoted about the drawbar.
  • the transversal mobility of the fulcrum of the first joint is particularly in bottlenecks of the route network, eg depots, Wendeschleifen or with changes in curvature with a narrow clearance, released.
  • the rotational mobility of the drawbar is blocked.
  • Another possibility is to measure the force on the blocking device in the blocked state and to output a signal when a predetermined threshold value is exceeded, in particular to the driver of the articulated vehicle, or to limit the driving forces of the articulated vehicle, in order to prevent a risk of buckling by
  • the vehicle may also comprise an adjusting device for moving the drawbar about the axis of rotation and thus for moving the first joint and thus the pivot point of the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle with a direction component transverse to the longitudinal axis of the first Car body and thereby moving the first and the second car box each other in the direction of the vehicle transverse axis.
  • the articulated vehicle may comprise a control device for actively driving the adjusting device, for example, depending on a Ausfwinkels of a chassis of the first and / or the second car body. Thus, when exceeding a predetermined threshold for a turnout angle of the chassis or bogie of the first
  • the adjusting device applies a predetermined force analogous to the restoring element. It is developed accordingly designed and arranged on the first car body.
  • the predetermined force is applied in particular mechanically, for example by means of a spring, electrically, for example by means of an electric motor, or pneumatically or in particular hydraulically.
  • the adjusting device and the return element are trained identically.
  • the control device may then serve to actively control the return element.
  • the maximum angle of rotation of the first joint during a rotational movement of the first and the second car body about the vertical axis of the articulated vehicle is further developed at least 25 °, in particular at least 35 °.
  • the maximum angle of rotation is the maximum possible angle of rotation permitted by the first joint.
  • the first joint is structurally designed so as not to exceed the maximum angle of rotation, for example by means of end stops. These end stops can also be arranged directly between the mutually facing ends of the first and second car body.
  • the invention additionally has the advantage of uniform axle load distribution and low joint loads.
  • end stops may be arranged on the first and / or on the second car body beyond.
  • the end stops are in particular designed to be complementary to one another and aligned, for example, the end stops are arranged directly between the mutually facing ends of the first and second car body. To distinguish them from the other attacks, they can also be referred to as Auscardanange.
  • the drawbar can comprise an integrated shock-absorbing element.
  • Advantages of the invention are in particular the use of proven, simple and inexpensive components, instead of special components from the machine tool industry such as a heavy duty linear guide or a cross roller bearing.
  • Pivoting moments are supported in the form of a pair of forces (for example from single-rail operations).
  • the great length of the pitching moment support further reduces the influence of unavoidable play on the vertical dynamics of the vehicle body and increases the stiffness of the vehicle
  • the drawbar can be fitted into the existing space between the two longitudinal members of the body of the vehicle body of the first car body, whereby over a Gelenkgetrie- arrangement a significant improvement in ground clearance is achieved.
  • the buckling safety of the drawbar can be additionally increased.
  • a blockade of the transverse displacement degree of freedom (eg for the towing vehicle) is structurally simple to implement. Gegebe- If necessary, the blockade for the towing operation due to the buckling brake can be omitted.
  • a transverse damper can be accommodated easily and inexpensively in the undercarriage.
  • the version with sliding guide is inexpensive and allows it to provide a friction damping.
  • a version with support rollers is also based on low-cost standard components and allows a very low-friction execution of the transverse mobility of the first joint.
  • the first joint is configured and arranged between the first and the second car body, that a ratio of the distances of the rotation of the rotation of the first and the second car body about the vertical axis of the vehicle to the first and the second car body at an interval of 0.25 to 4, especially at an interval of 0.8 to 1.25.
  • the first joint is arranged centrally between the first and the second car body.
  • the distances of the pivot point are dimensioned to a front side of the respective car body with which the car body ends. Any attachments, such as a console, with which the first joint is connected to the second car body, are not part of the car body.
  • Conventional car bodies include longitudinal, vertical and transverse beams which surround an interior of the car body. The front end of a car body is defined by the outer skin of the car body, which is still intended for wrapping the interior of the car body.
  • the vehicle has at least one further, third car body, which is coupled to the second car body via a second joint, wherein the second joint disposed between the second and the third car body and at least for performing a rotational movement of the second and the third Car body around a vertical axis of the vehicle and for the transmission of drive and Braking forces between the second and the third car body is designed to be suitable.
  • the second joint can also be designed to transmit supporting loads between the second and the third car body.
  • the second joint is also movably connected to the second carriage body in such a way that the pivot point of the rotational movement of the second and third car bodies is movable about the vertical axis of the vehicle transversely to the longitudinal axis of the second car body and thereby in addition to the rotational or pivotal movement about the vertical axis Also movements, in particular shifts, of the second and third car body each other in the direction of the vehicle transverse axis allows.
  • the second joint has the same function between the second and third carbody as the first joint between the first and second carbody. It can also be designed identically.
  • the connection of the second joint to the third car body causes the analogous technical effect and can be designed equally. Thus, all embodiments relating to the first joint, the drawbar and its articulation on the first car box are transferable.
  • the vehicle may comprise a coupling device, which is designed such that a movement of the first joint transverse to the first cheek box by a first amount to a movement of the second joint transverse to the third car body by a predetermined, dependent on the first amount second amount leads.
  • the drawbar may have a length of over 2 m and allow a transverse mobility of the first joint of +/- 250 mm.
  • the vertical support can be done via a support roller on the left and right of the drawbar.
  • Embodiment example is shown.
  • the invention is shown schematically. Depicted is the underside of a first car body 1 of a rail vehicle. A second car body 2 is coupled via a first joint 3 with the first car body 1.
  • the first joint 3 is arranged centrally between the end 21 of the first and the end 22 of the second car body 1 and 2. It is at least adapted to perform a rotational movement of the first and the second car body 1 and 2 about a vertical axis of the rail vehicle and for transmitting drive and braking forces between the first and the second car body 1 and 2 suitably.
  • the vertical axis 5 is perpendicular to the plane of the drawing.
  • the first joint 3 is rigidly connected via a bracket 6 with the second car body 2 and a drawbar 4 with the first car body 1.
  • a first joint part or a first joint body of the first joint 3 is rigidly connected to drawbar 4, wherein a second Joint part or a second joint body of the first joint 3 with the second car body 2 is rigidly connected.
  • the drawbar 4 extends below the first car body 1. It is rotatably arranged about a rotation axis 7 on the first car body 1, which rotation axis 7 permits rotation of the drawbar 4 in a horizontal plane.
  • the rotation axis 7 is parallel to the vertical axis 5.
  • the first joint 3 performs a movement with a direction component transverse to the longitudinal axis of the first car body 1.
  • the second car body 2 relative to the first car body 1 in the transverse direction of the first car body 1 movable.
  • the axis of rotation 7 is articulated elastically under the first car body 1 in the longitudinal direction.
  • the drawbar 4 is over an elastic drawbar 8 connected to the first car body 1.
  • the drawbar bearing 8 comprises in this embodiment a rigidly fixed to the first car body 1, stable housing 16 for receiving and initiating the connection forces in the first car body 1, another joint 9, in particular a hinge joint, which rotates the drawbar 4 about the axis of rotation 7 allows a console 10 and a return element 11.
  • the further joint 9 is also rigidly connected to the drawbar 4.
  • the return member for example, a spring, is mounted between the housing 16 and console 11 and is biased in a direction which is directed against the end of the first car body 21.
  • a force F D which is indicated by an arrow, acts parallel to the longitudinal direction of the vehicle in the direction of the axis of rotation 7 on the first joint 3, causes the deflection of the return element 11 and thus the deflection of the axis of rotation 7 from its rest position in the arrow direction.
  • a stop-gate with an adjustable game on the first car body 1 is provided. It is part of the car body undercarriage, in particular a cover plate 23 for connecting the two longitudinal beams 18 of the first car body 1 and for transmitting compressive forces in the two long girder 18.
  • the stop gate 14 is thus rigid on the first car body 1.
  • the drawbar 4 is led through a breakthrough in the car body base.
  • the attack scenery 14 will be located near the breakthrough the surfaces, in particular by the adjoining the breakthrough or breakthrough limiting surfaces of the car body base formed. It is here arcuate.
  • Your opposite is a collar as a projection 13 from the drawbar 4 off or molded onto it.
  • the collar 13 is in turn rigidly connected to the drawbar 4 and sufficiently dimensioned for power transmission.
  • the collar 13 is complementary to the stop gate 14 also formed arcuate. Between collar 13 and stop gate 14 there is still an air gap 15 here.
  • the force F D can cause a deflection of the return element 11 and a deflection of the rotation axis 7 from its rest position in the arrow direction until the abutment of the collar 13 on the stop gate 14. Collar 13 and stop gate 14 cooperate in such a way that the pressure force F D is passed into the first car body 1.
  • the opposing surfaces of the collar 13 and the stop gate 14, which can come to rest against each other, are as friction surface pair with a predetermined
  • a further stop can be provided opposite the stop gate 14, which is not shown here, so that the collar 13 is also opposite to the abutment on first car body 1 could come and tensile forces in the first car body 1 could be initiated.
  • the collar 13 would thus be guided on both sides.
  • the distances of the stop gate 14 to the axis of rotation 7 and the axis of rotation 5 of the first joint 3 to the stop gate 14 are at least equal.
  • the distance of the stop gate 14 to the axis of rotation 7 is greater than the distance of Fulcrum 5 of the first joint 3 to the stop gate 14.
  • the buckling length of the drawbar 4 is significantly reduced.
  • the breakthrough also serves for the vertical support of the drawbar 4 and for the transmission of vertical forces, in particular weight forces, in particular load differences, between the car bodies 1 and 2. Vertical forces are again perpendicular to the drawing plane.
  • the drawbar is supported to the surfaces of the opening, for example by means of support rollers up and / or down.
  • support rollers up and / or down.
  • the friction is negligible.
  • mutually complementary and mutually aligned sliding surfaces can be arranged on both sides.
  • first joint 3 and the drawbar 4, and in particular the elastic drawbar bearing 8 including the other joint 9 are dimensioned about the axis of rotation 7 such that vertical load differences between the first and the second car body 1 and 2 are transferable.
  • a spring 19 and a damper 20 are provided.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un véhicule articulé guidé sur rails en plusieurs parties, en particulier un véhicule ferroviaire, comprenant une première caisse de wagon et au moins une autre, deuxième, caisse de wagon (1, 2), lesquelles sont accouplées l'une à l'autre par le biais d'une première articulation (3), la première articulation (3) étant disposée entre la première et la deuxième caisse de wagon (1, 2) et étant conçue de manière appropriée au moins pour effectuer un mouvement de rotation de la première et de la deuxième caisse de wagon (1, 2) autour d'un axe vertical du véhicule ferroviaire et pour transmettre des forces d'entraînement et de freinage entre la première et la deuxième caisse de wagon (1, 2), la première articulation (3) étant reliée par le biais d'un timon (4) à la première caisse de wagon (1) et de manière rigide à la deuxième caisse de wagon, le timon (4) étant disposé sur la première caisse de wagon (1) de manière à pouvoir tourner autour d'un axe de rotation (7) en dessous de la première caisse de wagon (1), lequel axe de rotation permet une rotation du timon (4) dans un plan horizontal, de sorte que la première articulation (3) est déplaçable transversalement à l'axe longitudinal de la première caisse de wagon (1).
EP17752345.3A 2016-09-05 2017-08-07 Articulation simple à élasticité transversale présentant un guidage rectiligne approximatif au moyen d'un timon Active EP3490869B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
RS20220406A RS63221B1 (sr) 2016-09-05 2017-08-07 Poprečno fleksibilni jednostruki zglob sa približnim pravolinijskim vođenjem pomoću rude

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016216719.7A DE102016216719A1 (de) 2016-09-05 2016-09-05 Querweiches Einfachgelenk mit angenäherter Geradführung mittels Deichsel
PCT/EP2017/069931 WO2018041547A1 (fr) 2016-09-05 2017-08-07 Articulation simple à élasticité transversale présentant un guidage rectiligne approximatif au moyen d'un timon

Publications (2)

Publication Number Publication Date
EP3490869A1 true EP3490869A1 (fr) 2019-06-05
EP3490869B1 EP3490869B1 (fr) 2022-03-09

Family

ID=59631749

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Application Number Title Priority Date Filing Date
EP17752345.3A Active EP3490869B1 (fr) 2016-09-05 2017-08-07 Articulation simple à élasticité transversale présentant un guidage rectiligne approximatif au moyen d'un timon

Country Status (6)

Country Link
EP (1) EP3490869B1 (fr)
CN (1) CN211075896U (fr)
DE (1) DE102016216719A1 (fr)
DK (1) DK3490869T3 (fr)
RS (1) RS63221B1 (fr)
WO (1) WO2018041547A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110525143B (zh) * 2019-08-27 2021-03-23 中国北方车辆研究所 一种车辆刚柔耦合连接方法及连接机构

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US751212A (en) * 1904-02-02 Car-buffer
US900022A (en) 1906-05-11 1908-09-29 Nat Malleable Castings Co Radial draft-gear.
US926279A (en) 1908-10-05 1909-06-29 St Louis Car Co Draft-rigging.
US2233988A (en) 1940-07-03 1941-03-04 Abe Cohen Safety coupling
DE1164246B (de) 1960-08-26 1964-02-27 Gaubschat Fahrzeugwerke G M B Einrichtung zum Daempfen von Verwindungsbewegungen der Teilwagen eines Gelenkfahrzeuges des verwindbaren Systems
DE7307002U (de) 1973-02-23 1973-05-30 Knorr Bremse Zug- und stossvorrichtung fuer mittelpufferkupplungen
DE3504471A1 (de) 1985-02-09 1986-08-14 MAN Gutehoffnungshütte GmbH, 4200 Oberhausen Gelenktriebwagen fuer nahverkehrsfahrzeuge, insbesondere strassenbahnen
DE9409044U1 (de) 1994-06-03 1995-09-28 Bergische Stahl-Industrie, 42859 Remscheid Niederflur-Gelenktriebwagen, insbesondere für den Personenverkehr auf innerstädtischen Schienennetzen
FI97041C (fi) 1994-11-18 1996-10-10 Rautaruukki Oy Rautatievaunujen pitkä kytkentä
DE102004014903A1 (de) 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
DE102010040840A1 (de) 2010-09-15 2012-03-15 Siemens Aktiengesellschaft Mehrteiliges Schienenfahrzeug mit wenigstens zwei, über ein Doppelgelenk verbundenen Wagenkästen
DE102014212360A1 (de) 2014-06-26 2015-12-31 Siemens Aktiengesellschaft Gelenkfahrzeug mit einem querverschiebbaren Gelenk
DE102014226695A1 (de) 2014-12-19 2016-06-23 Siemens Aktiengesellschaft Gelenkfahrzeug mit einem querverschiebbaren Gelenk

Also Published As

Publication number Publication date
DE102016216719A1 (de) 2018-03-08
DK3490869T3 (da) 2022-05-23
WO2018041547A1 (fr) 2018-03-08
EP3490869B1 (fr) 2022-03-09
CN211075896U (zh) 2020-07-24
RS63221B1 (sr) 2022-06-30

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