EP3490869B1 - Laterally flexible single joint having approximately linear guiding by means of a shaft - Google Patents

Description

The invention relates to a rail vehicle with a first and at least one further, second car body, which are coupled to one another via a first joint, the first joint being arranged between the first and the second car body and at least for performing a rotary movement of the first and the second car body is designed to be suitable around a vertical axis of the rail vehicle and for the transmission of driving and braking forces between the first and the second car body.

Articulated vehicles, in particular large-capacity vehicles for passenger transport, of the type mentioned, such. B. passenger rail vehicles or articulated buses are well known from the prior art.

When driving on narrow track layouts, the turning angle of the running gear of rail vehicles can reach their design limits. This applies in particular to low-floor vehicles in which the turn-out angles are restricted due to the low-floor design above the running gear or would lead to unacceptably narrow running gear clearance widths.

A distinction must be made between so-called double-articulated vehicles, such as from the DE 10 2010 040 840 A1 known, and multi-articulated vehicles (e.g. from DE 94 09 044 U1 or the EP 1 580 093 B1 known) of so-called single-articulated vehicles (e.g. from the DE 35 04 471 A1 known) or also called short articulated wagon. Although single-articulated vehicles have good dynamic driving behavior compared to multi-articulated vehicles, they can have further restrictions on their ability to drive on are subject to narrow track layouts. What is important is the number of joints by means of which the car bodies are connected to one another, which are each supported on running gear or bogies.

The classic bogie vehicles, also built in a low-floor design, which can be assembled into articulated vehicles by means of double joints or couplings, such as, for example, according to DE 195 43 183 A1 , have similar limitations to single-articulated vehicles with regard to driving on narrow track layouts.

Single articulated vehicles can also have multiple articulations between the car bodies. For example, they have lower and upper joints. The lower joints are intended to couple and transmit the driving, braking and, if necessary, weight forces between the car bodies. The upper joints are used to release or restrict pitching and/or rolling movements between the car bodies. In the event of a rolling movement, the car bodies twist towards one another. A large number of solutions are known for swaying or twisting upper joints, for example 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 are rigidly connected to the car bodies via brackets. These lower joints allow the car bodies to rotate around the vertical axis (z-axis) and - depending on the design - in principle also pitching and rolling movements.

Multi-articulated vehicles or double-articulated vehicles are suitable for negotiating tight curve sequences without transition curves or with small curve radii, but the chassis must be connected to the car bodies with a high degree of torsional rigidity will. Otherwise, the vehicles tend to buckle and derail as a result under the influence of longitudinal forces when braking and accelerating or during recovery operations. This leads to significantly worse ride comfort, less dynamic safety against derailing and increased wheel-rail wear. Another disadvantage of multi-articulated vehicles compared to single-articulated vehicles is that the long sedan 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 support load. The high number of articulated areas and thus also car bodies also leads to a less attractive interior and a high level of design complexity.

the DE 10 2010 040 840 A1 shows a vehicle with a double joint. Instead of a pitch coupling, it is proposed to design one of the double joint points to be pitch-resistant, resulting in a double joint with only one pitch degree of freedom. 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 two double joints that are pitch-resistant on one side are coupled to one another by means of a kinematic coupling in the roof area, so that the same pitch angle is set at both joints.

Single-articulated vehicles, on the other hand, are only suitable to a limited extent for driving on track harps with their short curves, narrow C or S curves, as they occur in particular in the area of vehicle parking facilities. In addition, single-articulated vehicles have an increased static clearance requirement when entering curves.

the DE 10 2014 212 360 A1 , the US 751 212 A and the DE 10 2014 226 695 A1 to solve the problem each disclose an articulated vehicle with a lower articulation, which has an additional degree of lateral displacement freedom.

The invention is based on the object of specifying an articulated vehicle for operation with complex routing and the absence of transition bends, while at the same time requiring little clearance.

The object is achieved by the subject matter of independent patent claim 1. Further developments and refinements of the invention are reflected in the features of the dependent patent claims.

A rail vehicle according to the invention, simply referred to as “vehicle” below, comprises a first and at least one additional, second car body, which are coupled to one another via a first joint. The first articulation is arranged between the first and the second car body and is designed at least to carry out a rotational movement of the first and the second car body around a vertical axis of the vehicle. In addition, the first articulation is suitably designed for the transmission of driving and braking forces between the first and the second car body. Furthermore, the first joint and its connection to the second car body, as well as the drawbar and the connection of the drawbar to the first car body, can be designed to be suitable for transferring vertical loads between the first and the second car body.

In addition, according to the invention, the first joint is connected via a drawbar to the first wagon body and rigidly to the second wagon body, with the drawbar being arranged on the first wagon body below the first wagon body so that it can rotate about an axis of rotation, which allows the drawbar to rotate in a horizontal plane, so that the first joint can be moved transversely to the longitudinal axis of the first car body. In particular, 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 of or parallel to the vertical axis of the vehicle.

The first joint is thus arranged to be movable relative to the first car body on the first car body and is connected to the first car body in such a way that the pivot point of the rotational movement of the first and second car bodies about the vertical axis of the vehicle can be moved with a directional component transverse to the longitudinal axis of the first car body and as a result In addition to the rotary or pivoting movement about the vertical axis, movements, in particular displacements, of the first and second car bodies in relation to one another in the direction of the transverse axis of the vehicle are also made possible.

The rotary motion of the car bodies about the vertical axis is also referred to as a pivoting movement, and the first joint is designed accordingly, at least for performing pivoting movements of the first and second car bodies relative to one another. For example, the first joint is designed as a pivot bearing, for example as a hinge joint, in order to allow rotary movements of the car bodies about the vertical axis of the vehicle when cornering. The center of rotation of the rotary movement of the first and second car bodies about the vertical axis of the vehicle is in the vertical axis of the vehicle. The first joint can also be designed to carry out a pitching movement of the first and second car body about a transverse axis of the vehicle and/or to carry out a rolling movement of the first and second car body about a longitudinal axis of the vehicle. The first joint is designed in particular as a spherical joint.

The vertical axis of the vehicle runs vertically when the vehicle is 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 one another and of course orthogonal to the vertical axis. The longitudinal axis of the vehicle shows a curve-free straight line driving vehicle in the direction of travel. The axles of a car body are defined analogously. In the described states of the vehicle, they run parallel to the corresponding axles of the vehicle or coincide with them.

A movement of the pivot point of the rotational movement of the first and second car body around the vertical axis of the articulated vehicle transversely to the longitudinal axis of the first car body thus has at least one directional component in the direction of the transverse axis of the first car body, which also occurs during the guided movement along a circular path around the axis of rotation a radius given by the length of the drawbar, although this is not a displacement of the pivot point parallel to or along the transverse axis of the first body.

Joints are traditionally differentiated according to the type of relative movement and the number of degrees of freedom. If the first joint is designed as a simple rotary or hinge joint, or if the first joint is designed analogously as a ball joint or spherical joint, a 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. For example, a ball head as the first joint body is rotatably mounted in a complementarily designed joint socket as the second joint body about a joint axis which runs coaxially through the ball head and through the joint socket. Then the joint axis of the first joint and the vertical axis of the vehicle, about which the first and second car bodies are rotatably connected to one another via the first joint, coincide, with the pivot point of the rotational movement of the first and second car body about the vertical axis of the vehicle being in the vertical axis. The vertical axis of the vehicle, about which the rotational movement of the first and second car bodies takes place, and the joint axis of the first joint are congruent. The vertical axis thus usually leads through the first joint. A swivel usually has one degree of freedom, while a ball and socket joint has three degrees of freedom.

In order to move the fulcrum of the rotational movement of the first and second car bodies about the vertical axis of the articulated vehicle transversely to the longitudinal axis of the first car body, the first joint is connected to the first car body via the drawbar, which is mounted on the first car body so that it can rotate about the axis of rotation. In particular, the first joint is rigidly connected to the drawbar. At the same time, the first joint is rigidly connected to the second car body. The first joint comprises at least two joint parts that can move relative to one another, for example a joint socket and a ball head. At least one articulated part is then arranged rigidly on the second car body in such a way that no relative movement is permitted between the corresponding articulated part and the second car body. The first joint is then firmly connected to the second car body with the second car body in the spatial directions along or parallel to the vertical, transverse and longitudinal direction of the vehicle. For example, the first joint is attached to the second car body by means of a bracket. Analogously, the other joint part is then arranged immovably on the drawbar. The joint part, which is firmly connected to the drawbar, can therefore only move in a horizontal plane.

A rigid connection can be made by a positive, non-positive or material connection. For example, the joint parts are screwed or welded to the corresponding connection partners, here for example the second car body and/or the drawbar.

A drawbar is commonly referred to as a connecting rod between two vehicles to pull one vehicle with the other. Here the drawbar is used for the articulated connection of two car bodies of a vehicle.

According to a further development of the invention, the axis of rotation, about which the drawbar is rotatably mounted on the first car body below the first car body, is arranged at a distance from the end of the first car body facing the second car body, in particular at a distance of at least 1/2, in particular at least 2/3, in particular at least 3/4, of a length of the drawbar from the axis of rotation to the first joint, in particular to the fulcrum of the rotary movement of the first and second car body around the vertical axis of the vehicle in the first joint.

In a further development, both the first and the second car body are each supported on at least one running gear or bogie, which is arranged in particular in the center under the respective car body. Both car bodies are thus supported on their own, in particular on exactly one, running gear or bogies. The vehicle according to the invention is therefore a so-called single-articulated vehicle. The vehicle can have two, three, four or more car bodies. In the case of a so-called short-articulated wagon, each wagon body is supported on a bogie arranged in particular centrally under the wagon body. Short-articulated wagons are vehicles in which one bogie is required for each wagon section. In these wagons, there is usually no articulation control at all, the articulation rather adjusts itself automatically through the restoring forces of the secondary springs and only small support loads have to be transferred from the first articulation. The rotation angles of the running gear or bogies of a vehicle according to the invention are usually limited.

The vehicle according to the invention is nevertheless not a double-articulated vehicle. The rotary movement of the car bodies around the vertical axis takes place almost exclusively in the first joint. The rotary movement of the drawbar around the axis of rotation only allows the car bodies to move transversely to one another. This is achieved in particular by linking the drawbar deep below the first car body.

What is important is the mobility of the first and the second car body relative to one another in the direction of the transverse axis of the vehicle. A distinction must be made here between the transverse mobility of the car bodies and the rolling movements of the car bodies in relation to one another. When the first and second car bodies move relative to one another in the direction of the transverse axis of the vehicle, the vertical axes of the two car bodies run vertically and thus parallel to one another. In the case of rolling movements, on the other hand, the car bodies are free from displacement relative to one another, they only tilt and their vertical axes therefore have an angle greater than zero. Often, both vertical axes no longer run in the vertical direction during rolling movements.

Rolling movements are made possible by a lower joint, which absorbs and transmits most of the forces occurring between the car bodies in the direction of the longitudinal, transverse and vertical axis of the vehicle, and by an upper joint, which is arranged on a car body so that it can move in the transverse direction of the vehicle. In comparison, the upper joint transfers fewer forces from one car body to the other. The lower joint is designed accordingly to allow rolling movements. A spherical joint has proven itself as the lower joint to allow rolling and pitching movements.

The transmission of driving and braking forces between a car body and the running gear or bogie on which the car body is supported, in particular a drive bogie, takes place via a longitudinally rigid coupling of the bogie to the car body. Drive and braking forces, which point in the longitudinal direction of the vehicle, are transmitted by means of the joint between two adjacent car bodies which are coupled to one another by means of a joint. If a lower and an upper joint are provided, the driving and braking forces, and possibly also the support loads, often transmitted via the lower joint. It is sized accordingly.

The first joint of the invention is used to transmit driving and braking forces and, if necessary, also to transmit vertical loads, and is therefore designed accordingly and is advantageously arranged in the lower area of the car bodies between the first and second car bodies, in particular between the respective running gear or bogies , on which the car bodies are supported. The first joint is therefore not assigned to either of the two car bodies and is arranged at a distance from both.

According to a further development of the invention, the first articulation is arranged below a carriage transition between the first and the second carriage body. The carriage transition serves to transfer people between the first and the second carriage body.

As already explained above, the vehicle according to the invention can be designed as a low-floor vehicle, in particular as a low-floor rail vehicle for local passenger transport. The low-floor proportion 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 gangway between the first and the second carriage body, in which case it is a so-called lower joint. Furthermore, the articulated vehicle can also have an upper joint between the first and the second car body. Many configurations of the upper joint are conceivable. In order to block a degree of freedom of pitching of the first and second car bodies in relation to one another, a coupling rod, for example, can be used in the upper area of the car bodies. In addition, the pivoting, pitching and / or rolling mobility of the first and second car body to each other, for example by means of suitably designed and arranged end stops. A low-floor gangway has a low-floor floor inside the vehicle 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 carriage body is developed as an articulated floor, which has a gap running transversely to the longitudinal axis of the first carriage body between a first and a further, second floor part of the articulated floor, the first and the second floor part are mounted slidably relative to one another along the gap. The first floor part can be assigned to the first car body and connected to it or mounted on it. Equally, the second floor part could then be assigned to the second car body and connected to it or mounted on it. The gap can also be called a transverse displacement gap. A movement of the first car body with a directional component transverse to the second car body is mapped in the interior of the vehicle along this transverse displacement gap. An alternative to the transverse displacement gap is a lamella floor or another elastic floor covering. Such floors allow the car bodies to move transversely relative to one another without displacement of components in the interior of the vehicle.

A turntable can be provided above the first joint. The transverse displacement gap in the articulated floor can then be moved as far as possible in the direction of the turntable in order to reduce the gaping of gaps between a bellows trapezoid and the articulated floor. Longitudinal displacements can also be absorbed to a small extent with the transverse displacement gap.

In contrast to the usual single-articulated vehicles, which require a transverse displacement of the car body underframes depending on the route and running gears of adjacent car bodies do not allow each other, the joint arrangements according to the invention, on the other hand, enable a transverse movement of the car body underframes and running gears of adjacent car bodies in relation to one another. Since the pivoting movement of the two car bodies around the vertical axis is made possible by the first joint and the transverse movement of the car bodies to one another is made possible by means of the drawbar, the vehicle according to the invention, as already stated above, is not a double-articulated vehicle, but rather a modified one single articulated vehicle.

In a further development, the first joint is designed to be suitable for transferring 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 absorbed in particular if a car body itself is not supported on a chassis or bogie or if the center of gravity of the car body deviates from the centers of the bogie in the case of a single-articulated vehicle. They therefore result mainly from the weight forces of the car bodies. As already stated above, the connections of the first articulation to the first and to the second car body are then also dimensioned accordingly and also otherwise suitably designed.

For this purpose, the drawbar can be supported in the vertical direction on the first car body. According to the invention, the drawbar is guided through an opening in the first car body, in particular through an opening in an end cross member of the first car body, and is supported by it in the vertical direction, in particular downwards and upwards.

Additionally or alternatively, the connection of the drawbar to the car body serves to support the drawbar in the vertical direction. This can be done by connecting the drawbar to the wagon body be dimensioned in such a way that the axis of rotation runs vertically - i.e. in the direction of the vertical axis of the first car body or the vehicle - and movement of the drawbar, in particular a rotary movement of the drawbar about the axis of rotation, is permitted exclusively in the horizontal plane.

For vertical support and thus for the transmission of vertical forces, according to the invention, the drawbar is supported upwards and/or downwards in the opening by means of a pair of slides or by means of support rollers. This serves in particular to reduce friction losses. Support rollers are arranged in particular on the sides of the drawbar, which can roll on a correspondingly suitable surface of the opening. Sliding surfaces that are complementary and aligned with one another can be arranged on both sides.

The opening is located in particular between the axis of rotation and the first joint and thus seen from the axis of rotation in the direction of the end of the first car body facing the second car body. The opening is located in particular in the area of the end of the first car body facing the second car body.

Teflon - polished stainless steel, polyamide - ground hardened steel or hard-hard pairings, e.g. with hard manganese plates, are conceivable as sliding pairs.

So-called support or cam rollers are preferably provided as support rollers, which consist of a roller bearing with a thick-walled outer ring and a convex surface of the outer ring.

A small amount of play between the support roller and the upper and/or lower track should be provided in order to enable low-friction, kinematic rolling. Optionally, separate support rollers can also be provided for support at the top and/or bottom. Backlash-free adjustment is then possible via support rollers with eccentrics.

In order to prevent the roller guides from jamming, e.g. due to small stones on the track, scrapers can be provided in front of the support rollers.

A shortening of the Euler buckling length of the drawbar is also achieved by guiding the drawbar in the opening, or by means of a vertical guidance of the drawbar through further openings arranged with a small clearance to the drawbar. Against longitudinal compressive forces, e.g. from crash load cases, the drawbar must be dimensioned as an Eulerian buckling bar to prevent buckling. Since the drawbar is inserted into the car body underframe, the drawbar can be bordered up and/or down by the car body underframe with a small amount of play. This achieves a drastically reduced buckling length according to Euler, which means that the drawbar rod can be dimensioned much lighter.

In a further development, a ratio of a distance from the opening, in particular to the vertical support of the drawbar through the opening, to the axis of rotation to the distance from the first joint to the axis of rotation is at least 1/2, in particular at least 2/3, in particular at least 3/4.

Otherwise the drawbar would only be rotatable about a vertical axis of the rail vehicle. The drawbar would be connected to the first wagon body below the first wagon body in such a way that it only allows the drawbar to rotate or swivel around the axis of rotation running parallel to the vertical axis of the rail vehicle, for example via a hinge joint.

According to a further embodiment of the invention, the drawbar is arranged, in particular elastically, on the first car body or connected to it in such a way that the axis of rotation can be deflected from a rest position in the longitudinal direction of the first car body, at least in the direction of a compressive force on the first joint that towards the first car body works. The entire drawbar is thus movably mounted on the first car body, at least within narrow, predetermined limits, with a directional component in the longitudinal direction of the first car body. The rest position is defined in a force-free rest state of the vehicle. In this state of rest, the vehicle is on a horizontal, curve-free and straight stretch. Apart from your own weight, no other external forces act on the vehicle or its components. The axis of rotation lies in particular on the longitudinal axis of the vehicle.

A compressive force acts with a directional component pointing from the first joint to the first car body. If, on the other hand, the drawbar experiences a tensile force acting on the first joint, the drawbar is stretched in the direction of the second car body, as seen from the axis of rotation.

In a further development, the drawbar is arranged on the first car body by means of an elastic drawbar bearing. This is designed accordingly to enable the above-mentioned deflection of the axis of rotation from the rest position parallel to the longitudinal direction of the vehicle in a direction pointing from the first joint to the first car body.

The elastic drawbar bearing can be attached directly to the first car body, in particular to the shell of the first car body.

In a further development, the axis of rotation rests against an end stop in its rest position, which prevents movement of the axis of rotation parallel to the longitudinal direction of the vehicle in a direction pointing towards the end of the first car body which faces the second car body. If a tensile force acts on the first joint, the axis of rotation is not deflected as a result. In a further development, the elastic drawbar bearing includes a spring element which exerts a preload in the direction of the end of the first car body, which faces the second car body, acts. If the pivot pin is deflected out of the rest position by a compressive force, this is counteracted by the spring force of the spring element, which, if there is no compressive force, leads to the pivot pin being returned to the rest position.

At least one end stop can also be provided on both sides to limit the movement of the axis of rotation in the longitudinal direction of the vehicle.

To increase the buckling resistance of the vehicle assembly, the drawbar can also have a projection, for example in the form of a curved collar, which interacts with a stop that is rigidly arranged on the first car body and is designed to complement the projection, for example in the form of an arcuate link, in such a way that when the axis of rotation is deflected out of its rest position, and thus at least in a direction pointing from the first joint to the first car body parallel to the longitudinal direction of the vehicle, the projection comes into contact with the stop and forces, in particular compressive forces emanating from the first joint, which in the direction of the Axis of rotation act, are initiated via the projection of the drawbar in the first car body resting against the stop. The projection resting against the stop acts as a "knuckle brake" via the resulting frictional forces.

The projection is advantageously formed with a directional component perpendicular to a longitudinal axis of the drawbar. In this case, it can simply be in the form of a pin or, for example, in the form of a curved collar. The stop can have a contour complementary thereto for improved guidance. It can then also be arcuate, in particular with a radius corresponding to the distance from the axis of rotation. The stop complementary to the projection is advantageously arranged in the area of the opening, which in turn is preferably in the area of the opening facing the second car body End of the first car body is arranged. In a further development, edges of the opening act as a stop in order to absorb at least compressive forces on the drawbar, starting from the first joint and acting in the direction of the axis of rotation. However, the projection can also be guided on both sides, so that it can also come into contact with one another and tensile forces can be introduced from the first joint into the first car body.

When the axis of rotation is in the rest position, the projection is at a predetermined, in particular adjustable, distance from the stop.

The elastic drawbar bearing and/or the distance between the projection and the stop in the rest position of the axis of rotation can be designed in such a way that the maximum deflection of the axis of rotation does not exceed a value of 20 mm, in particular a value of 10 mm. For example, the distance between the end stops is at most 20 mm, in particular at most 10 mm. In particular, the elastic drawbar bearing and the distance between the projection and the stop are matched to one another in the rest position of the axis of rotation. The stop acts as a stop opposite the end stop of the elastic drawbar bearing to limit the movement of the drawbar with a directional component in the longitudinal direction of the vehicle. Similar to the vertical support of the drawbar through the opening, the projection and the stop also form a pair of active surfaces, in particular a pair of sliding surfaces. Alternatively, the drawbar could also have at least one roller that can come to rest on the stop and roll off the stop during a transverse movement of the first joint or a rotary movement of the drawbar about the axis of rotation. This largely eliminates the need to stabilize the car body chain against lateral buckling, while the drawbar still has a significantly shorter Eulerian buckling length. The roller could be mounted on the projection and have a vertical roller axis. She would then form a rolling friction pair with the stop. However, a pair of sliding surfaces with increased sliding friction is preferred.

If longitudinal compressive forces act on the joint, which can potentially lead to buckling, then the drawbar moves in the elastically mounted axis of rotation, so that the distance between the projection and the stop is overcome and the projection comes to rest on the stop. The main part of the longitudinal compressive force is thus supported on the stop and generates a frictional force here, which in this case of high longitudinal forces counteracts further transverse movement and thus buckling. Due to the large longitudinal distance between the stop and the axis of rotation, the frictional force causes a very high stabilizing moment, which counteracts buckling tendencies. With a low longitudinal force level, on the other hand, lateral mobility is possible without hindrance. Another advantage is that high longitudinal compressive forces, e.g. from crash load cases, no longer have to be routed through the long drawbar, but are passed on very directly to the body shell via the stop. This opens up further lightweight design potential by significantly reducing the Euler buckling length.

In a further development, a ratio of a distance from the projection to the axis of rotation to the distance from the first joint to the axis of rotation is at least 1/2, in particular at least 2/3, in particular at least 3/4.

A further development of the invention provides that the rotary mobility of the drawbar about the axis of rotation is limited by 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. In a further development, the distance between the transverse stops and the distance between each transverse stop and the longitudinal axis of the vehicle can be adjusted. For example, shims or washers are underneath the transverse stops can be mounted in order to set the maximum path of transverse mobility.

Furthermore, the rotational mobility of the drawbar about the axis of rotation can be influenced by at least one element with a resilient and/or damping effect. A resilient element, also called a restoring element, in particular at least one spring, could also cause the drawbar to be returned to 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 restoring element with a resilient effect thus also serves to center the first joint. Equally, the drawbar bearing could have a frictional anti-rotation device for influencing the rotational mobility of the drawbar about the axis of rotation. In the specified middle position, the car bodies are free from a transverse displacement relative to one another, the longitudinal axis of the first car body and the longitudinal axis of the second car body coincide. In the specified rest position, the first joint lies in particular on a longitudinal axis of the first car body of the articulated vehicle. In the specified rest position, the first joint is free from external forces, in particular transverse to the longitudinal axis of the first car body. The force of the restoring element generally acts towards the central position with at least one directional component transverse to the longitudinal axis of the first car body. The at least one directional component transverse to the longitudinal axis of the first car body of the force of the restoring element has a predetermined amount greater than zero.

A movement of the fulcrum of the rotary movement of the first and second car body around the vertical axis of the articulated vehicle out of the rest position transversely to the longitudinal axis of the first car body is therefore only possible when the specified force, which is transverse to the longitudinal axis of the first car body to the rest position of the fulcrum of the rotary movement of the first and the second Car body acts towards the vertical axis of the articulated vehicle and is applied by the restoring element, is exceeded.

According to a further development, the predetermined force is greater than a friction torque in the first joint, which counteracts the rotational movement of the first and second car bodies about the vertical axis of the articulated vehicle.

According to a further development, the predetermined force is in a predetermined ratio to the rotation angle and/or to the rotation torque of a chassis of the first and/or the second car body. More generally, the predetermined force can also be in a predetermined relationship to the turn-out angle or turn-out torque of one or more running gears under the car bodies, which necessitate transverse mobility in tight curve sequences.

The predetermined force is applied in particular mechanically, for example by means of a spring, electrically, e.g. by means of an electric motor, or pneumatically or, in particular, hydraulically. The restoring element is further developed and arranged accordingly on the first car body and/or connected to it and connected directly or indirectly to the drawbar.

As already explained, the articulated vehicle can comprise at least one damper element, which at least causes a rotational movement of the drawbar around the axis of rotation and thus a movement of the pivot point of the rotational movement of the first and second car body around the vertical axis of the articulated vehicle transversely to the longitudinal axis of the first car body from a predetermined rest position dampens.

In a further development, the damper element dampens any movement of the first joint transversely to the longitudinal axis of the first car body, whether from the rest position or from a deflected one position back to the rest position. In order to align the car body chain, it makes sense to dampen the movement back to the rest position to a lesser extent.

In a further development it is provided that the rotary mobility of the drawbar about the axis of rotation can be blocked, for example by means of a bolt which is passed through a vertical hole in the drawbar and through a complementary hole in the first car body. The degree of freedom of lateral mobility can be easily blocked, for example, with a bolt that is inserted through a hole in the drawbar and in the car body underframe. Alternatively, the drawbar can be blocked, e.g. with a bolt on the left and right of the drawbar or with a clamp that is swiveled over the drawbar.

The transverse mobility of the pivot point of the first joint is particularly released in narrow sections of the route network, e.g. at depots, turning loops or at changes in curvature with narrow clearance. When recovering the vehicle by towing or pushing, however, the rotary mobility of the drawbar is blocked. Another possibility is to measure the force on the locking device in the locked state and to emit 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 avoid the risk of buckling, or also by constraint to limit tracking forces induced in the track.

In addition to the blocking device, the vehicle can also include 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 rotary movement of the first and second car body about the vertical axis of the articulated vehicle with a directional component transverse to the longitudinal axis of the first Car body and thereby to move the first and the second car body to each other in the direction of the vehicle transverse axis. henceforth the articulated vehicle can include a control device for actively controlling the actuating device, for example as a function of an angle of rotation of a chassis of the first and/or the second car body. Thus, if a predetermined threshold value for a rotation angle of the running gear or bogie of the first and/or the second car body is exceeded, the car bodies can be shifted proportionally to one another in the transverse direction of the first car body.

The adjusting device applies a predetermined force analogously to the restoring element. It is trained accordingly and arranged on the first car body. The predetermined force is applied in particular mechanically, for example by means of a spring, electrically, e.g. by means of an electric motor, or pneumatically or, in particular, hydraulically. The adjusting device and the restoring element are developed identically. The control device can then be used to actively control the restoring element.

The maximum angle of rotation of the first joint during a rotary movement of the first and the second car body about the vertical axis of the articulated vehicle is, in a further development, at least 25°, in particular at least 35°. The maximum rotation angle is the largest possible rotation angle allowed by the first joint. The first joint is constructed in such a way that the maximum angle of rotation is not exceeded, for example by means of end stops. In this case, these end stops can also be arranged directly between the ends of the first and second car bodies that face one another.

In addition to the small clearance requirement, the invention also has the advantage of an even axle load distribution and low joint loads.

In order to limit the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle, end stops can also be provided on the first and/or on the second car body be arranged. The end stops are in particular designed and aligned in a complementary manner to one another, for example the end stops are arranged directly between the ends of the first and second car bodies that face one another. To distinguish them from the other stops, they can also be referred to as turning stops.

In a further development, the drawbar can include 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 machine tool construction such as a heavy-duty linear guide or a cross roller bearing.

A very favorable vertical support can thereby take place. Due to the longitudinal distance between the axis of rotation under the first car body and the first joint as the actual swivel joint, pitching moments (e.g. from rerailing processes) are supported in the form of a couple of forces. The large longitudinal distance results in significantly reduced forces. This allows weight reduction in the car body shell.

The large length of the pitching moment support further reduces the influence of unavoidable play on the vertical dynamics of the vehicle formation and increases the rigidity of the pitching moment support.

The drawbar can be fitted into the existing free space between the two longitudinal beams of the car body underframe of the first car body, as a result of which a considerable improvement in ground clearance is achieved compared to a linkage arrangement.

Due to the fact that the pitching moment support takes place away from the first joint, ground clearance in Hilltops relevant point allows increased ground clearance.

Due to the length of the drawbar, the forced longitudinal displacement when the car bodies are laterally displaced relative to one another is relatively small, which significantly simplifies the design of the low-floor articulated floor. This also results in significantly greater security for the vehicle formation against buckling (longitudinal compressive forces are transmitted in the direction of the drawbar, and thus approximately in the direction of the longitudinal axis of the vehicle, so that there is hardly any buckling moment around the chassis).

By providing the articulation brake (projection of the drawbar and complementary stop on the first car body), the buckling safety of the drawbar can be additionally increased.

Blocking the lateral displacement degree of freedom (e.g. for towing) is easy to implement in terms of design. If necessary, the blockade for the towing operation can be omitted due to the articulated brake.

A transverse damper can be accommodated easily and inexpensively in the underframe along the relatively long drawbar. The version with a sliding guide is also inexpensive and allows friction damping to be provided. A design with support rollers is also based on inexpensive standard components and enables the transverse mobility of the first joint to be designed with very little friction.

In a further development, the first joint is designed and arranged between the first and the second car body in such a way that a ratio of the distances between the pivot point of the rotational movement of the first and the second car body about the vertical axis of the vehicle and the first and the second car body is in an interval of 0, 25 to 4, in particular in an interval of 0.8 to 1.25. The first joint is preferably arranged centrally between the first and the second car body.

The distances of the pivot point are measured from a front side of the respective car body, with which the car body ends. Any add-on parts, 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, high and transverse beams which surround an interior space of the car body. The front end of a car body is defined by the outer skin of the car body, which is also intended to enclose the interior of the car body.

According to a further development, the vehicle has at least one additional, third car body, which is coupled to the second car body via a second articulation, the second articulation being arranged between the second and the third car body and at least for performing a rotational movement of the second and the third Car body is designed to be suitable for a vertical axis of the vehicle and for the transmission of driving and braking forces between the second and the third car body. The second articulation can also be designed in a suitable manner for the transmission of vertical loads between the second and the third car body. The second joint is also movably connected to the second car body in such a way that the pivot point of the rotational movement of the second and third car bodies about the vertical axis of the vehicle can be moved transversely to the longitudinal axis of the second car body, and as a result, in addition to the rotary or pivoting movement about the vertical axis, there are also movements , In particular shifts, the second and the third car body allows each other in the direction of the vehicle transverse axis. The second joint has the same function between the second and the third car body as the first joint between the first and the second car body. It can also be designed identically. The connection of the second joint to the third car body also requires the analog technical effect and can be designed equally. Thus, all embodiments relating to the first joint, the drawbar and its articulation on the first car body are transferrable.

In a further development, the vehicle can include a coupling device which is designed in such a way that a movement of the first joint transversely to the first cheek box by a first amount leads to a movement of the second joint transversely to the third car body by a predetermined second amount dependent on the first amount.

The drawbar can have a length of more than 2 m and allow a lateral movement of the first joint of +/- 250 mm. The vertical support can be provided by a support roller on the left and right of the drawbar.

The invention permits numerous embodiments. It is explained in more detail with reference to the following figure, in which an embodiment example is shown.

In the figure, the invention is shown schematically. The underside of a first car body 1 of a rail vehicle is shown.

A second car body 2 is coupled to the first car body 1 via a first joint 3 . 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 designed at least for performing a rotational movement of the first and second car bodies 1 and 2 about a vertical axis of the rail vehicle and for transmitting drive and braking forces between the first and second car bodies 1 and 2. The vertical axis 5 is perpendicular to the plane of the drawing.

The first joint 3 is rigidly connected to the second car body 2 via a bracket 6 and to the first car body 1 via a drawbar 4.

A first joint part or a first joint body of the first joint 3 is rigidly connected to the drawbar 4 , a second joint part or a second joint body of the first joint 3 being rigidly connected to the second car body 2 .

The drawbar 4 runs below the first car body 1. It is arranged on the first car body 1 such that it can rotate about an axis of rotation 7, which axis of rotation 7 allows the drawbar 4 to rotate in a horizontal plane. Here, the axis of rotation 7 runs parallel to the vertical axis 5. When the drawbar 4 rotates in the horizontal plane about an axis of rotation 7, the first joint 3 performs a movement with a directional component transverse to the longitudinal axis of the first car body 1. As a result, the second car body 2 is relative to the first car body 1 in the transverse direction of the first car body 1 movable.

The axis of rotation 7 is elastically articulated under the first car body 1 in the longitudinal direction. For this purpose, the drawbar 4 is connected to the first car body 1 via an elastic drawbar bearing 8 . In this exemplary embodiment, the drawbar bearing 8 comprises a stable housing 16, which is rigidly attached to the first car body 1, for absorbing and introducing the connection forces into the first car body 1, a further joint 9, in particular a hinge joint, which enables the rotary movement of the drawbar 4 about the axis of rotation 7 , a bracket 10 and a return element 11.

In addition to the console 10, the other joint 9 is also rigidly connected to the drawbar 4. The restoring element 11, for example a spring, is mounted between the housing 16 and the bracket 10 and is prestressed in a direction which is directed towards the end of the first car body 21.

A force F _D , which is indicated by an arrow and 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 return element 11 to deflect and thus causes the axis of rotation 7 to be deflected from its rest position in the direction of the arrow.

In the rest position, an air gap 12 between end stops of the housing 16 and a stop plate 17, which forms a base of the console 10, is zero. The stop plate 17 rests against the end stops of the housing 16 . As a result, tensile forces are transmitted from the drawbar 4.

As an opposite stop 14, and thus for the transmission of sufficiently large compressive forces to the drawbar 4, a stop link with adjustable play on the first car body 1 is provided near the first joint 3. It is part of the car body underframe, in particular a cover plate 23 for connecting the two longitudinal beams 18 of the first car body 1 and for transmitting compressive forces into the two longitudinal beams 18. The stop link 14 is therefore rigidly connected to the first car body 1.

The drawbar 4 is guided through an opening in the car body underframe. The stop link 14 is formed by the surfaces lying close to the opening, in particular by the surfaces of the car body underframe that adjoin the opening or delimit the opening. It is curved here. Across from it, a collar is formed as a projection 13 from the drawbar 4 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 also designed in an arc-shaped manner to complement the stop link 14 . There is still an air gap 15 between the collar 13 and the stop link 14.

However, the force F _D can cause a deflection of the restoring element 11 and a deflection of the axis of rotation 7 from its rest position in the direction of the arrow until the collar 13 comes into contact with the Cause stop backdrop 14. The collar 13 and the stop link 14 interact in such a way that the compressive force F _D is conducted into the first car body 1 .

The opposing surfaces of the collar 13 and the stop link 14, which can come into contact with one another, are designed as a pair of friction surfaces with a predetermined coefficient of friction. This can also mean that a rotary movement of the drawbar 4 about the axis of rotation 7 is made more difficult when the collar 13 rests against the stop link 14 .

In order to also absorb tensile forces on the drawbar, starting from the first joint and acting in the direction of the axis of rotation, a further stop can also be provided opposite the stop link 14, which is not shown here, so that the collar 13 can also be positioned opposite to rest on the first car body 1 could come and tensile forces could be introduced into the first car body 1. The collar 13 would thus be guided on both sides.

The distances between the stop link 14 and the axis of rotation 7 and between the axis of rotation 5 of the first joint 3 and the stop link 14 are at least the same. The distance between the stop link 14 and the axis of rotation 7 is preferably greater than the distance between the axis of rotation 5 of the first joint 3 and the stop link 14. The buckling length of the drawbar 4 is thus significantly reduced.

The opening also serves to vertically support the drawbar 4 and to transmit vertical forces, in particular weight forces, in particular load differences, between the car bodies 1 and 2. Vertical forces are here again perpendicular to the plane of the drawing.

The drawbar is supported towards the surfaces of the opening, for example by means of support rollers at the top and/or bottom. As a result, the friction is negligible. Alternatively mutually complementary and mutually aligned sliding surfaces can be arranged on both sides.

Otherwise, the first joint 3 and the drawbar 4, and in particular the elastic drawbar bearing 8 including the further joint 9 about the axis of rotation 7 are dimensioned such that vertical load differences between the first and the second car body 1 and 2 can be transmitted.

A spring 19 and a damper 20 are provided here to align the drawbar 4 in the central position and thus in the longitudinal axis of the vehicle.

Claims (7)

1. Rail vehicle with a first and at least a further, second car body (1, 2), which are coupled to one another by way of a first hinge (3), wherein the first hinge (3) is arranged between the first and the second car body (1, 2) and is embodied suitably at least to execute a rotational movement of the first and the second car body (1, 2) about a vertical axis of the rail vehicle and to transmit drive and braking forces between the first and the second car body (1, 2), wherein the first hinge (3) is connected to the first car body (1) and rigidly to the second car body (2) by way of a shaft (4), wherein the shaft (4) below the first car body (1) is arranged rotatably about an axis of rotation (7) on the first car body (1), which permits a rotation of the shaft (4) in a horizontal plane so that the first hinge (3) with a directional component can be moved at right angles to the longitudinal axis of the first car body (1), characterised in that the shaft (4) is guided through an aperture in the car body underframe of the first car body (1) and is supported in the vertical direction and in the aperture is supported upward and/or downward by means of a tribological pairing or by means of support rollers.
2. Rail vehicle according to claim 1, characterised in that the first car body (1) and the second car body (2) are supported in each case on at least one chassis.
3. Rail vehicle according to one of claims 1 or 2, characterised in that the rail vehicle is a low-floor rail vehicle, wherein the first hinge (3) below a low-floor intercar gangway is arranged between the first and the second car body (2).
4. Rail vehicle according to claim 1, characterised in that a ratio of a distance from the aperture to the axis of rotation (7) in relation to the distance of the first hinge (3) to the axis of rotation (7) amounts to at least ½.
5. Rail vehicle according to one of claims 1 to 4, characterised in that the shaft (4) is arranged on the first car body (1) so that the axis of rotation (7) can be deflected out of a rest position in the longitudinal direction of the vehicle.
6. Rail vehicle according to claim 5, characterised in that the shaft (4) has a projection (13), which interacts with a stop (14) arranged rigidly on the first car body (1) in such a way that when the axis of rotation (7) is deflected out of its rest position, at least in a direction pointing from the first hinge (3) to the first car body (1) parallel to the longitudinal direction of the vehicle, the projection (13) comes into contact at the stop (14) and forces, which act in the direction pointing from the first hinge (3) to the first car body (1) parallel to the longitudinal direction of the vehicle act on the shaft (4), are introduced by way of the projection (13) resting at the stop (14) from the shaft (4) in the first car body (1).
7. Rail vehicle according to claim 6, characterised in that a ratio of a distance from the projection (13) to the axis of rotation (7) in relation to the distance of the first hinge (3) to the axis of rotation (7) amounts to at least ½.

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