EP3802262B1 - Drehgelenk für ein drehgestell eines schienenfahrzeugs - Google Patents

Drehgelenk für ein drehgestell eines schienenfahrzeugs Download PDF

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Publication number
EP3802262B1
EP3802262B1 EP19726940.0A EP19726940A EP3802262B1 EP 3802262 B1 EP3802262 B1 EP 3802262B1 EP 19726940 A EP19726940 A EP 19726940A EP 3802262 B1 EP3802262 B1 EP 3802262B1
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EP
European Patent Office
Prior art keywords
carrier
joint
car body
bogie
bolt
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19726940.0A
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German (de)
English (en)
French (fr)
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EP3802262A1 (de
Inventor
Christof Binder
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Alstom Holdings SA
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Alstom Holdings SA
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Publication of EP3802262A1 publication Critical patent/EP3802262A1/de
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Publication of EP3802262B1 publication Critical patent/EP3802262B1/de
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    • 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 present invention relates to a swivel joint for a bogie for a rail vehicle or rail vehicle parts, in particular for a Jacob's bogie of a rail vehicle.
  • the invention further relates to a bogie and a rail vehicle with a bogie.
  • Rail vehicle bodies can be connected to each other using bogies.
  • bogies With a Jakobs bogie, for example, two successive car bodies are supported on a common bogie.
  • the bogie is connected to the respective car body and can rotate relative to them, or at least relative to one of the two car bodies.
  • bogies In addition to the function of supporting and connecting car bodies, bogies often also take on other functions. For example, in the event of a rail vehicle collision, the impact energy should be distributed over the entire train and kinks in the train should be avoided. In railcars, for example, there are deformation zones on each car body, especially between the individual cars.
  • the International Patent Application WO 2016/139236 shows, for example, a swivel joint that is attached between two car bodies and connects them. It is designed as an energy dissipation element.
  • the swivel joint is arranged separately above the bogie.
  • a swivel joint is also known, which is arranged in the roof area between two car bodies and has two elastically mounted joint elements to absorb forces.
  • a comparable swivel joint describes this EP 2 554 452 A1 .
  • the swivel joints can only absorb impact energy to a limited extent.
  • the EP 1 312 527 A1 discloses a joint arrangement for the articulated connection of car bodies.
  • the EP 2 433 823 A1 describes a swivel joint for an articulated vehicle, in which a swivel joint is arranged between the two joint segments and the pivot pin to absorb forces that occur during normal operation.
  • the WO2005/023619 A1 discloses a connection of two parts arranged between two car bodies, with an energy absorbing device acting between the two car bodies.
  • the European standard EN 15227 (2008) must be met. It is necessary to provide a rail vehicle with energy-absorbing elements.
  • the energy dissipation elements are designed, for. B. to absorb or reduce impact energy at least partially through defined deformation or destruction when the rail vehicle impacts an obstacle. This means that the introduction of excessive impact energy into the remaining, less easily replaced structure of the vehicle and thus the damage to this remaining vehicle structure and the risk of injury to passengers can at least be reduced, but preferably completely avoided.
  • Rail vehicles are in particular high-speed, long-distance, local, transport trains or trams.
  • Rail vehicle parts are understood to mean, in particular, wagons, car bodies, modules or car parts of a rail vehicle or a rail vehicle group.
  • the invention is a swivel joint with the features of claim 1. Special embodiments are the subject of the dependent claims.
  • a bogie for a rail vehicle is also proposed.
  • the bogie has, for example, a frame that can be mounted on one or more wheel axles and additionally has, for example, wheels, primary and/or secondary suspensions, or vibration dampers.
  • the swivel joint is connected to the frame of the bogie in a rotationally fixed manner.
  • the second element is screwed and/or welded directly or indirectly onto the frame.
  • the first and second elements of the pivot bearing are rotatable relative to one another.
  • the elements interlock or one of the elements partially encloses the other, which ensures rotation.
  • the first element of the pivot bearing can, for example, be designed in a ring shape with a central opening or recess for receiving the second element.
  • the second element can be designed, for example, in the form of a hollow bolt or inner ring.
  • the second element can, for example, be supported on the first element and be supported by it.
  • the classic connecting element between the bogie and the car body is also called the pivot pin or pivot socket.
  • the first element of the pivot bearing is equivalent to the pivot or pivot socket, or rather replaces the classic pivot or pivot socket.
  • the counterpart to the rotating pan is the rotating pin or bolt that is inserted into the rotating pan. The bogie moves relative to the car body about the vertical axis formed by the rotating pan and the pin.
  • the second element does not have to have an elongated shape, but can, with respect to its axis of rotation, have a height that is less than its diameter.
  • the term bolt is used based on the bolt that typically connects the two swivel joint segments of a rail vehicle.
  • the swivel joint is designed such that the joint carrier z. B. can be compressed by the action of a certain force, such as an impact force that acts against the rail vehicle.
  • the joint support is designed to deform in a way that absorbs energy when compressed (energy-absorbing element). The deformation can be elastic at lower forces and plastic at high forces.
  • the joint support is designed as a buffer that absorbs the energy of the impact through deformation and thus enables controlled energy dissipation (energy consumption). This will make the Impact energy is distributed over the entire train and kinks in the train are avoided. Remaining parts of the rail vehicle are spared.
  • the articulated carrier can be connected to a car body of a rail vehicle.
  • the joint carrier is designed in particular to carry the tensile load of the car body essentially alone.
  • a bogie can be rotated relative to the car body due to the bolt which is non-rotatably connected to the joint support and the swivel socket which is rotatably connected to the bolt. Complete rotation around a full circle is not necessary as long as the rotation required for the operation of the rail vehicle is guaranteed.
  • the rotation can be limited to rotations to typical rotation angles for rail vehicles. For example, rotation is limited to -90° to +90°.
  • the bogie can be a Jakobs bogie, as described below.
  • the rotating pan has a cylindrical or conical or a bowl-shaped cavity.
  • the bolt is adapted to the shape of the rotating pan and is rotatably connected to it.
  • part of the bolt can be arranged in the cavity of the rotating pan.
  • the rotating pan can also be conical or designed as a spherical segment.
  • the joint carrier is connected to the bolt in a rotationally fixed manner. It can be partially placed around the bolt and thereby form a positive fit with the bolt. In the event of an impact with subsequent deformation of the joint support, it can be replaced and replaced with a new one. This advantageously protects parts of the bogie that are difficult or difficult to replace.
  • the rotating pan can be attached to a bogie.
  • the rotating pan can be connected to the bogie in a rotationally fixed manner. This means that a relative movement is possible between the bolt and the bogie but not between the rotating pan and the bogie.
  • the bolt is connected to the joint carrier in such a way that the joint carrier cannot move upwards in the event of an impact.
  • the bolt can, for example, have a groove into which a part of the joint carrier is inserted.
  • the bolt may have a lower part and an upper part and at least part of the Joint carrier can be arranged between the lower part and upper part of the bolt.
  • the lower part and upper part are firmly connected to one another.
  • the upper part of the bolt prevents the joint carrier from slipping upwards in the event of an impact.
  • the upper part can have a larger outside diameter than the lower part, particularly at the transition to the lower part.
  • the upper part and the lower part are preferably connected firmly and releasably. This allows the joint carrier to be easily released and replaced after deformation due to a collision.
  • part of the bolt is arranged in the swivel bearing.
  • the lower part or a part of the lower part is arranged in the swivel joint bearing.
  • the joint support at least partially encloses the bolt.
  • the joint support can enclose the bolt on the side facing away from the car body approximately on one side, i.e. more than 180°.
  • the side facing away from the car body is the side that is opposite the connection of the articulated beam to the car body.
  • the lower part of the bolt is annular or disc-shaped.
  • it is adapted to the shape of the rotating pan and forms the appropriate counterpart to a rotatable connection.
  • the upper part can also be ring-shaped or disc-shaped.
  • the upper part of the bolt forms a projection above the lower part, under which the joint support is arranged.
  • the projection is arranged on the side of the joint carrier facing away from the car body.
  • it can be larger than the lower part.
  • the lower part and the upper part of the bolt are annular or disc-shaped, with the lower part having a larger outer diameter than the upper part.
  • the lower part and the upper part of the bolt form a groove and at least part of the joint carrier is arranged in the groove.
  • the articulated beam connects a car body to the bogie.
  • the joint support has a plurality of support arms for connecting on a car body. Not every support arm has to be connected to a car body. For example, two support arms are connected to a car body and two support arms remain without a load-bearing connection.
  • the support arms are an integral part of the joint support, so that the joint support encompasses the support arms in one piece.
  • Support arms can have different mechanical deformability.
  • the movement of one or more support arms can be limited by a stop, so that they are forced in one direction of movement, while other support arms can have a different direction of movement. This makes the deformability different.
  • the joint support can have a two-stage energy absorption during deformation.
  • a two-stage deformability of the joint support can be achieved by using several support arms with different deformability.
  • only the first mechanical stage of the joint carrier can work.
  • energy is first dissipated in the first stage and then in the second stage.
  • two support arms can be connected to the car body and two further support arms are initially freely hanging.
  • the connected support arms are deformed. This corresponds to the first stage of deformability.
  • the freely hanging support arms are brought to a stop and also have an energy-consuming effect in the event of further deformation. This corresponds to the second stage of deformability.
  • the joint support has at least two outer support arms and at least two inner support arms.
  • two outer support arms can be connectable to the car body and two inner support arms can initially hang freely.
  • the support arms or outer support arms and inner support arms can be designed differently, with at least one of them being deformed to absorb energy when compressed and thus acting as an energy-absorbing element.
  • the external support arms can be connected to a car body in a load-bearing manner and are intended for normal operation.
  • the inner support arms can be designed for impact and can be spaced from the car body. The distance between Inner support arms and car body can be reduced if the outer support arms are deformed.
  • the inner support arms can impact a stopper provided on the car body and can also be compressed and deformed to absorb energy.
  • the inner support arms can already be connected to a car body.
  • the joint support essentially extends into a plane and the compression and associated energy dissipation acts within this plane.
  • This plane is preferably aligned horizontally, which means that a direction of travel of the rail vehicle lies in this plane. Vertical deformation of the joint support should preferably be avoided.
  • the joint support has at least two support arms, wherein the support arms are arranged essentially in a horizontal plane and are designed to be deformed in an energy-absorbing manner when a force acts in the direction of travel, the distance between the support arms from one another increasing during the deformation and the Support arms continue to be arranged in the plane. So the deformation is within the plane.
  • the support arms in particular the at least two outer support arms and at least two inner support arms, can advantageously lie essentially in one plane. This level is preferably aligned horizontally. Since compression is to be expected essentially in the direction of travel of the rail vehicle, the support arms are aligned in this plane in order to absorb a maximum proportion of the energy.
  • the joint support is formed in one piece.
  • the joint support can be formed by metal casting. This enables the necessary stability and at the same time deformability to absorb energy.
  • the swivel joint further has a coupling device for connecting the swivel joint to a second car body.
  • the coupling device can be rotatably fixed to the pivot bearing.
  • the coupling device is fixed in a rotationally fixed manner on the bolt, in particular on the upper part of the bolt or on the lower part of the bolt, or forms a part thereof, wherein the coupling device is rotatably connectable to the second car body.
  • the proposed bogie can be a Jakobs bogie.
  • two adjacent rail vehicle parts such as car bodies or modules, can be supported on a common, so-called Jakobs bogie.
  • Jakobs bogie With a Jakobs bogie, the two successive rail vehicle parts are supported at the same time on one and the same bogie, so that the bogie is located directly under the transition between two connected rail vehicle parts.
  • the Jakobs bogie can be arranged between the rail vehicle parts so that adjacent rail vehicle parts can only be coupled to one another via the Jakobs bogie. An additional load-bearing and/or energy-absorbing connection between the rail vehicle parts is not necessary.
  • the rail vehicle can have several such Jakobs bogies.
  • a rail vehicle with an embodiment of the swivel joint or the bogie with a swivel joint is also proposed, the rail vehicle having a first car body and optionally a second car body and the first car body being connected to the swivel joint and thus the bogie via the joint support.
  • the second car body can be connected to the bogie via the coupling device.
  • Figure 1 shows a rail vehicle 100 according to an embodiment.
  • the rail vehicle 100 has a first car body 102 and a second car body 103, which are connected to one another via a Jakobs bogie 101.
  • Figure 2 shows a swivel joint and a part of a car body 102 connected to the swivel joint.
  • the swivel joint shown Figure 2 Can be mounted non-rotatably on a bogie.
  • the frame, wheels and suspension of a bogie are not shown. For example, holes for screws are provided for mounting.
  • the swivel joint has a swivel bearing 1 with a first element 2 (swivel socket) and a second element 10 (bolt), the bolt 10 being rotatably connected to the swivel socket 20. Furthermore, the swivel joint has a joint carrier 20, which is connected in a rotationally fixed manner to the bolt 10, for connecting to a car body 102, the joint carrier 20 being designed to be deformed to absorb energy when compressed.
  • the rotating pan 2 has an annular or bowl-shaped cavity into which the bolt 10 is inserted.
  • the bolt 10 is round on the outside, so that a rotational movement of the bolt 10 in the rotary socket 2 is possible.
  • the bolt 10 can be annular and also have a cavity, which is particularly centrally arranged. In the case of an annular bolt 10, the center defines the axis of rotation about which the bolt 10 can rotate in the rotating socket 2.
  • the pivot bearing can have a further rotatably mounted third element 3 for connecting to a second car body 103. If the first car body 102 is connected to the joint support 20 via the bolt 10 to the swivel socket 2 and the swivel joint is connected to a second car body 103 via the third element 3 independently of the bolt 10, then the two car bodies 102, 103 can be rotated independently of one another connected to the bogie 101.
  • the Figure 2B shows an arrangement with a third element 3 of the pivot bearing 1 for connecting a second car body 102.
  • the third element 3 is annular in this arrangement.
  • First, second and third elements 2, 3, 10 form a ring structure arranged one inside the other that allows two independent relative rotations.
  • the rotating pan 2 can be mounted on the bogie 101 in a rotationally fixed manner and the bolt 10 and the third element 3 can each be rotatably mounted independently of the rotating pan 2.
  • the Figure 3A shows a shape of the joint carrier 20.
  • the joint carrier 20 is connected to the bolt 10 in a rotationally fixed manner.
  • the bolt 10 has an upper part 12 and a lower part 11.
  • the joint carrier 20 rests on the lower part of the bolt 11 and is supported by it from below.
  • the lower part 11 has a larger outer diameter than the upper part 12.
  • the upper part 12 prevents the joint carrier 20 from slipping upwards.
  • the joint carrier 20 can be arranged between the lower part 11 and the upper part 12 of the bolt 10.
  • Upper part 12 and lower part 11 can, for example, form a groove and at least part of the joint 20 can be arranged in the groove.
  • the joint support 20 can have two areas, the first area having a plurality of support arms for connecting to a car body 102 and the second area being adapted to the shape of the bolt 10 and firmly connected to the bolt 10.
  • the joint support 20 can partially enclose the bolt 10 in the second area.
  • the first and second regions of the joint carrier 20 can be separated from each other by a first fork and a second fork into two carrier arms 21, 22, 23, 24.
  • the joint support 20 has at least two outer support arms 21, 23 and at least two inner support arms 22, 24.
  • the joint carrier 20 has a plurality of carrier arms.
  • the support arms can be connected to one or more forks of the joint support 20 diverge.
  • the joint carrier 20 has a first outer support arm 21, a first inner support arm 22, a second outer support arm 23, and a second inner support arm 24.
  • the outer support arms 21, 23 and inner support arms 22, 24 are connected to the car body 102.
  • only the outer support arms 21, 23 or only the inner support arms 22, 24 can be connected to the car body 102.
  • the joint support 20 is preferably mirror-symmetrical to a vertical plane. This means that forces that typically act in the direction of travel of the rail vehicle are reduced symmetrically, which counteracts the train from buckling.
  • the transition between the two areas can be smooth and the joint support 20 can be formed in one piece.
  • the joint support 20 is designed to deform when compressed to absorb energy. It is designed as an energy-absorbing element. In the event of a collision, the joint carrier 20 should be held on the bolt 10 and absorb the collision energy by deforming the carrier arms 21, 22, 23, 24.
  • the joint carrier 20 and thus also the carrier arms 21, 22, 23, 24 can have a metal, and in particular can be formed in one piece in a metal casting.
  • the support arms 21, 22, 23, 24, i.e. in particular the outer support arms 21, 23 and inner support arms 22, 24, lie essentially in one plane.
  • the second region of the joint support 20 also lies essentially in this plane.
  • the plane can be aligned horizontally in order to achieve the greatest possible deformability and energy absorption of the support arms 21, 22, 23, 24 in the direction of travel of the rail vehicle 100.
  • Figure 3B shows the arrangement of the joint support 20 and the bolt 10 Figure 3A through a cutting plane AA.
  • the joint carrier 20 runs to the right and left of the bolt 10.
  • the inner carrier arms 22, 24 and outer carrier arms 21, 23 are not shown because the section runs in front of the forks of the joint carrier 20.
  • the bolt is 10
  • the Figure 3A is ring-shaped, shows the Figure 3B a section through a ring, i.e. a right and a left part with a cavity in between.
  • the dashed lines show horizontal gradients for illustration.
  • the bolt 10 has an upper part 12 and a lower part 11. Upper part 12 and lower part 11 are connected to one another in a rotationally fixed manner. A part of the joint support 20 is arranged between the upper part 12 and the lower part 11. In this embodiment is the diameter of the lower part 11 at the point of contact with the upper part 12 is larger than the diameter of the upper part 12. This forms a groove between the projection of the upper part 12 and the lower part 11 of the bolt 10. A part of the joint carrier 20 is arranged in this groove, whereby the joint carrier 20 is supported and held both upwards and downwards by the bolt 10.
  • FIGS. 4A to 4E show various embodiments of the joint support 20.
  • the figures show different embodiments of the inner support arms 22, 24 and the connections of the joint support 20 with the car body 102.
  • the bolt 10 is identical in each of these figures.
  • the joint supports 20 each have four support arms 21, 22, 23, 24.
  • the joint support 20 has two areas, the first area having a plurality of support arms 21, 22, 23, 24 for connecting to a car body 102 and the second area is adapted to the shape of the bolt 10 and is firmly connected to the bolt 10.
  • the second area of the joint support 20 partially encloses the bolt 10.
  • the first and second regions of the joint carrier 20 are separated from each other by a first fork and a second fork into two carrier arms 21, 22, 23, 24.
  • the joint supports 20 of Figures 4A to 4E are mirror-symmetrical to a mirror plane that runs from top to bottom in the figures. The mirror plane corresponds to a vertical plane of the rail vehicle.
  • the bolt 10 and/or the upper part 12 and/or the lower part 11 has a cavity.
  • the bolt 10 is rotatably mounted on its outside.
  • the bolt can have a cavity in the inner area.
  • the bolt 10 and/or the upper part 12 and/or the lower part 11 can be annular.
  • the support arms 21, 22, 23, 24 are arranged in one plane.
  • the plane is horizontally aligned on a bogie mounted in the rail vehicle.
  • a direction of travel would be in the Figures 4A to 4E point from top to bottom.
  • FIG 4A an articulated support 20 with two outer support arms 21, 23 and two inner support arms 22, 24 is shown.
  • the outer support arms 21, 23 are load-bearing and firmly connected to the car body 102.
  • the inner support arms 22, 24 are at a distance from the car body 102 and are therefore not firmly connected to it.
  • the distance between the inner support arms 22, 24 and the car body 102 decreases when the outer support arms 21, 23 are deformed in the event of a collision.
  • the outer support arms 21, 23 are compressed and bend outwards.
  • the outer support arms 21, 23 are preferably designed not to bend out of the plane shown.
  • the joint support 20 also has a stop device 25.
  • the stop device 25 hits the car body when the outer support arms 21, 23 are deformed. Furthermore, the stop device 25 can connect the two inner support arms 22, 24 to one another.
  • the joint support 20 can have two outer support arms 21, 23 and a single inner support arm running centrally between them.
  • two inner support arms 22, 24 can converge to form an inner support arm at a fork.
  • Figure 4B shows a similar joint carrier 20, the joint carrier 20 being provided for an articulated connection to the car body 102.
  • the outer support arms 21, 23 have articulated connections 26, 27 to the car body 102.
  • the outer support arms 21, 23 carry the load of the car body 101 and are designed as an energy-absorbing element.
  • the Figure 4C shows a further embodiment of the joint support 20, wherein the inner support arms 24, 22 are connected to the car body 102.
  • the support arms 21, 22, 23, 24 are each connected to at least one other support arm 21, 22, 23, 24 by a support arm 28, 29.
  • an outer support arm 21, 23 can be connected to an inner support arm 22, 24 by a support arm 28, 29.
  • the support arms 28, 29 preferably lie in the plane of the support arms 21, 22, 23, 24 and effect a stabilization of the support arms 21, 22, 23, 24 between each other.
  • the joint carrier 20 is stabilized in one plane. If one of the support arms 21, 22, 23, 24 is compressed, the support arm 28, 29 prevents one of the support arms 21, 22, 23, 24 from deflecting in a direction outside the direction of travel.
  • a stop 103 is also provided on the car body 102.
  • the inner support arms 22, 24 strike the stop 103 and are held on the car body 102 by this and the acting deformation force.
  • Figure 4D shows another embodiment of the joint support 20. Similar to Figure 4A the joint carrier 20 has a stop device 25 for striking the car body in the event of deformation due to collision.
  • the inner support arms 22, 24 are connected to the stop device 25 by articulated connections 26, 27.
  • Figure 4E shows another embodiment of the joint support 20. Similar to Figure 4A the joint carrier 20 has a stop device 25 for striking the car body in the event of deformation due to collision. In contrast to the Figures 4A, 4B and 4D , not the stop device 25 has the smallest distance to the car body 102, but the inner support arms 22, 24 are connected to the car body 102. The stop device 25 can only strike the car body 102 by deforming the inner support arms 22, 24.
  • the Figure 5 shows a different arrangement of the bolt 10 compared to that Figures 3A and 3B .
  • the joint carrier 20 partially encloses the bolt 10.
  • the joint support also encloses a region of the lower part 11 of the bolt 10 instead of just the upper part 12 as in the arrangement Figure 3B .
  • the bolt 10, in particular the upper part 12 and lower part 11 forms a groove in which a part of the joint carrier 20 is arranged. The groove prevents the joint carrier 20 from slipping up or down in the event of deformation.
  • FIGS 6A and 6B show an embodiment according to the invention of the second element (bolt) of the pivot bearing, wherein the pivot bearing has a rotationally fixed third element 13.
  • This embodiment is based on the construction of the Figure 2B .
  • the Figures 6A/6B is the third element 3 of Figure 2B a coupling device 13 which is rotatably connectable to a second car body.
  • the coupling device 13 is fixed to the bolt 10 in a rotationally fixed manner or forms part of it.
  • the Figures 6A and 6B show a section that corresponds to the cutting plane of the Figures 3B and 5 corresponds.
  • the embodiment of the bolt 10 can be used in particular with the joint supports 20 of one of the embodiments Figures 4A to 4E be combined.
  • Figure 6A shows an embodiment of the bolt 10 with a Coupling device 13.
  • the coupling device 13 is fixed to the bolt 10 in a rotationally fixed manner and forms part of the upper part 12 of the bolt 10.
  • the upper part 12 has no cavity, such as in the Figure 3B , but those Coupling device 13 takes the position of the cavity and forms part of the upper part 12.
  • Figure 6B shows an embodiment of the bolt 10 with a coupling device 13.
  • the coupling device 13 is fixed to the bolt 10 in a rotationally fixed manner. It forms part of the lower part 11 of the bolt 10.
  • the upper part 12 has a cavity and the coupling device 13 extends in this cavity.
  • the coupling device 13 has a pivot pin or pivot pin which can be connected to a joint of a second car body.
  • any joint carrier is in accordance with the invention Figures 4A to 4E with one embodiment of the bolt Figures 6A and 6B combinable.
  • Reference symbol list figure 1 Pivot bearing 2A-2B 2 first element (rotary pan) 2A-2B 3 third element 2B, 6A/B 10 second element (bolt) 2A-6B 11 Bottom part 3A-6B 12 Top 3A-6B 13 Coupling device 6A,6B 20 Joint carrier 2A-6B 21 Support arm/outer support arm 3A, 4A-4E 22 Carrier arm/inner carrier arm 3A, 4A-4E 23 Support arm/outer support arm 3A, 4A-4E 24 Carrier arm/inner carrier arm 3A, 4A-4E 25 Stop device 4A-4E 26 articulated connection 4B, 4D 27 articulated connection 4B, 4D 28 Support arm 4C 29 Support arm 4C 100 Rail vehicle 1 101 bogie 1 102 first car body 1,2A,2B 103 second car body 1.2B

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vibration Dampers (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Handcart (AREA)
EP19726940.0A 2018-06-05 2019-05-21 Drehgelenk für ein drehgestell eines schienenfahrzeugs Active EP3802262B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018113349.9A DE102018113349A1 (de) 2018-06-05 2018-06-05 Drehgelenk für ein Drehgestell eines Schienenfahrzeugs
PCT/EP2019/063104 WO2019233764A1 (de) 2018-06-05 2019-05-21 Drehgelenk für ein drehgestell eines schienenfahrzeugs

Publications (2)

Publication Number Publication Date
EP3802262A1 EP3802262A1 (de) 2021-04-14
EP3802262B1 true EP3802262B1 (de) 2024-01-03

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EP (1) EP3802262B1 (zh)
CN (1) CN112203919B (zh)
DE (1) DE102018113349A1 (zh)
ES (1) ES2970664T3 (zh)
PL (1) PL3802262T3 (zh)
WO (1) WO2019233764A1 (zh)

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CN111661093B (zh) * 2020-06-18 2022-04-05 中车大连机车车辆有限公司 一种轨道车辆的铰接转向架
DE102021203059A1 (de) * 2021-03-26 2022-09-29 Siemens Mobility GmbH Schienenfahrzeug mit Verbindungseinrichtung

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ES2970664T3 (es) 2024-05-30
CN112203919B (zh) 2024-01-09
DE102018113349A1 (de) 2019-12-05
WO2019233764A1 (de) 2019-12-12
PL3802262T3 (pl) 2024-05-13
EP3802262A1 (de) 2021-04-14

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