EP3810481B1 - Caisse pourvue de dispositif de raccordement et agencement de wagons - Google Patents

Caisse pourvue de dispositif de raccordement et agencement de wagons Download PDF

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Publication number
EP3810481B1
EP3810481B1 EP19745997.7A EP19745997A EP3810481B1 EP 3810481 B1 EP3810481 B1 EP 3810481B1 EP 19745997 A EP19745997 A EP 19745997A EP 3810481 B1 EP3810481 B1 EP 3810481B1
Authority
EP
European Patent Office
Prior art keywords
carriage body
carriage
connection
connecting device
arrangement
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
EP19745997.7A
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German (de)
English (en)
Other versions
EP3810481A1 (fr
Inventor
Gerhard Schmidt
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
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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
Publication of EP3810481A1 publication Critical patent/EP3810481A1/fr
Application granted granted Critical
Publication of EP3810481B1 publication Critical patent/EP3810481B1/fr
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/12—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill
    • 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

  • Examples of such a car body are from AT 502 530 A1 , the DE 508 005 C , the CH 153 359 A or also from the U.S. 2,506,460 A known.
  • the connection of coupling devices for connecting the individual car bodies of a multi-part rail vehicle is therefore associated with a comparatively high level of effort. This high cost of the connections makes the production of multi-part rail vehicles less economical than concepts with fewer but longer car bodies.
  • connecting devices in which parts of the crossing bridges and the corrugated bellows enclosing the crossing are supported via sliders on the coupling rod connecting the two adjacent car bodies. Apart from the floor area that can be used as standing or parking space, the transitions have no functionality beyond the connection of the adjacent wagons.
  • Such a solution has the advantage that the high longitudinal forces within multi-unit rail vehicles are transmitted between the outer joints without a longitudinal force flow via the car body housing, but directly via a coupling rod that can withstand tensile and compressive loads.
  • the connecting device thus provides a load path that is separate from the car body housing.
  • the Coupling rod can be arranged in or on the car body housing, for example below the car body housing or in a longitudinal channel of the car body housing.
  • the longitudinal direction is the direction along the rail vehicle, ie from and to the adjacent car bodies.
  • the transverse direction is the horizontal direction perpendicular to the longitudinal direction and to the vertical direction.
  • the connecting device thus provides a continuous connection with the adjacent car bodies, which relieves the car body housing.
  • the flange connections that are common in the prior art can be omitted. This is particularly advantageous in the case of aluminum car bodies, in which these flanges can only be implemented with great effort.
  • the connecting device can essentially be made of steel, which is also well suited for the coupling rod, which can be realized with relatively compact dimensions, with its connections to the articulated arms.
  • the invention allows the very simple and therefore easy and inexpensive production of short car bodies, in which the advantage of eliminating the fully loadable flange outweighs the fundamental disadvantage of a parallel routing of the load paths. This makes multi-part designs of carriage arrangements in rail vehicles more economical in comparison.
  • the car body housing has a guide channel in the longitudinal direction, in which the connecting device is guided in the vertical direction and in the transverse direction.
  • the guide channel is advantageously integrated into an underbody of the car body.
  • the body of the car can therefore include a continuous guide channel in which the central rod and the articulated arms are guided in the vertical direction and in the transverse direction.
  • the car body includes a driver element that forms a positive connection between the connecting device and the car body housing.
  • the driver element can be provided as a form-fitting connection for the transmission of tensile forces between parts of the coupling rod and for connection to the car body housing.
  • the driver element can be designed as a rotationally symmetrical sleeve, which preferably runs in the vertical direction (perpendicular to the load direction).
  • the driver element can comprise a cylindrical bolt.
  • At least one connection between one of the articulated arms and the central rod comprises an inner joint and/or an elastic element.
  • the inner joint or joints can thus allow a certain flexibility of the connecting device (e.g. when cornering).
  • the connection allows a reversible energy absorption in the longitudinal direction with an elastic element.
  • One or both connections can comprise several elastic elements. That or the elastic elements can Be spring plates and / or spring rings, which are preferably stacked in the longitudinal direction.
  • the car body comprises at least one support arrangement which is connected to the car body housing and which supports the connection arrangement in the vertical direction and in the transverse direction.
  • a support arrangement is arranged under each of the articulated arms.
  • the support assembly may include sliders. This enables a low-friction spring movement of the (elastic) inner joints.
  • Two or more support arrangements can also be provided per articulated arm, e.g. B. per articulated arm one above and one below the articulated arm.
  • the support arrangement(s) is/are preferably arranged in the guide channel.
  • the support arrangement comprises slides with a wedge-shaped cross-section perpendicular to the longitudinal direction.
  • a pair of slides may be positioned transversely below or above the link assembly and taper in a wedge shape. In this way, the connecting device or the articulated arms are centered without play.
  • the car body has no running gear.
  • the car body according to the invention it is significantly less complicated and more economical to produce short and therefore lighter car bodies overall.
  • the car body can therefore be designed as a transition module without its own chassis between two carrier cars.
  • the outer joints for connection to the carrier carriage can be designed to absorb vertical and transverse forces.
  • the car body housing also contains functional elements that are not used for mechanical connection with adjacent car bodies.
  • the car body is in in this case, for example, a passenger car or a freight car, preferably without running gear.
  • a carriage arrangement for a rail vehicle comprising a carriage body according to one of the above embodiments and a first carrier carriage connected to a front side of the connecting device and a second carrier carriage connected to a rear side of the connecting device.
  • first carrier wagon and the second carrier wagon each have a running gear, with the car body not having a running gear.
  • Car bodies according to the invention can thus also be carried by the adjoining cars (carrier cars), which further reduces the overall costs of the rail vehicle.
  • figure 1 is a sectional view of a wagon arrangement according to the invention in the longitudinal direction, comprising a wagon body 1 according to the invention as well as a first carrier wagon 2 and a second carrier wagon 3.
  • the wagon body 1 has no running gear, but it is also possible for the wagon body 1 to have its own running gear.
  • the car body 1 comprises a car body housing 4 and a connecting device 5.
  • the connecting device 5 is arranged in the car body housing 4 in the longitudinal direction and is designed to connect the car body 1 to two adjacent car bodies (first carrier car 2 and second carrier car 3).
  • the connecting device 5 (see Figures 1 to 3 ) includes a coupling rod.
  • the coupling rod comprises a central rod 6 and a first articulated arm 7 which is connected to the central rod 6 via a first connection 8 .
  • the first articulated arm 7 has an end facing away from the central rod 6 and a first outer joint 9 for connection to an adjacent car body (of the second carrier car 3).
  • the connection device 5 also comprises a second articulated arm 10 which is connected to the central rod 6 via a second connection 11 .
  • the second articulated arm 10 has an end remote from the central rod 6 second outer joint 12 for connection to an adjacent car body (of the first carrier car 2).
  • the connecting device 5 thus provides a continuous connection with the adjoining car bodies of the carrier cars 2, 3, which relieves the car body housing 4.
  • the flange connections that are common in the prior art can be omitted. This is particularly advantageous in the case of aluminum car bodies, in which these flanges can only be implemented with great effort.
  • the connecting device 5, on the other hand, can essentially be made of steel, which is also well suited for the central rod 6, which can be realized with relatively compact dimensions, with its connections to the articulated arms.
  • the carrier carriages 2, 3 here have, for example, the flange connections 13, 14 known in the prior art for connection to one of the outer joints 12, 9 each.
  • the invention allows the very simple and therefore easy and inexpensive production of short car bodies 1. In this way, multi-part designs of car arrangements in rail vehicles become more economical in comparison.
  • the car body housing 4 comprises a guide channel 15 in the longitudinal direction, in which the connecting device 5 is guided in the vertical direction and in the transverse direction.
  • the guide channel 15 is integrated into an underbody of the car body 4 .
  • the car body 4 thus contains a continuous guide channel 15 in the longitudinal direction, in which the central rod 6 and the articulated arms 7, 10 are guided in the vertical direction and in the transverse direction.
  • the car body 1 includes a driver element 16 which forms a positive connection between the connecting device 5 and the car body housing 4 .
  • the driver element 16 can be used as a form-fitting connection for the transmission of tensile forces between parts of the coupling rod and for connection be provided on the car body housing 4.
  • the driver element 16 can be designed as a rotationally symmetrical sleeve, which preferably runs in the vertical direction (perpendicular to the load direction).
  • the driver element 16 can comprise a cylindrical bolt.
  • connections 8, 11 between the articulated arms 7, 10 and the central rod 6 each comprise an inner joint.
  • the connections 8, 11 comprise at least one elastic element (here three each) between the articulated arms 7, 10 and the central rod 6.
  • the connection thus allows reversible energy absorption in the longitudinal direction, e.g. B. in a normal deceleration of the rail vehicle.
  • the elastic elements here are spring washers that are stacked in the longitudinal direction. However, other elastic elements are also conceivable.
  • the car body 1 For each articulated arm 7, 10, the car body 1 comprises two support arrangements 17, 18 which are connected to the car body housing 4 and which support the connection arrangement in the vertical direction and in the transverse direction (see in particular figures 2 and 3 ).
  • one support arrangement 17 is arranged under each of the articulated arms 7, 10 in the vertical direction.
  • one support arrangement 18 is arranged in the vertical direction above each of the articulated arms 7,10.
  • the support arrangement includes slide pieces 19. This enables a low-friction spring movement of the (elastic) inner joints. It is also possible for each articulated arm 7, 10 to have more than two support arrangements 17, 18 or only one support arrangement 17, 18.
  • the support arrangements 17, 18 are arranged in the guide channel 15.
  • the sliders 19 have a wedge-shaped cross-section perpendicular to the longitudinal direction (as in figure 1 shown from left to right).
  • One pair of slides 19 can be placed in the transverse direction below or above the connection arrangement 5 be arranged and taper in the shape of a wedge. In this way, the connecting device 5 or the articulated arms 7, 10 are centered without play.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Handcart (AREA)
  • Carriages For Children, Sleds, And Other Hand-Operated Vehicles (AREA)

Claims (11)

  1. Caisse (1) d'un véhicule ferroviaire comprenant :
    - une carcasse (4) de caisse et
    - un dispositif (5) de raccordement, qui est disposé dans la direction longitudinale dans ou sur la carcasse (4) de la caisse et qui est conçu pour raccorder la caisse (1) à deux caisses voisines,
    dans lequel le dispositif (5) de raccordement comprend :
    - une barre d'accouplement,
    - une première articulation (9) extérieure de raccordement à une caisse voisine, et
    - une deuxième articulation (12) extérieure de raccordement à une caisse voisine,
    dans laquelle la barre d'accouplement peut être soumise à la fois à la traction et à la compression et transmet directement des forces longitudinales entre les caisses voisines, sans solliciter la carcasse (4) de la caisse dans la direction longitudinale,
    caractérisée en ce que
    la barre d'accouplement comprend :
    - une barre (6) centrale,
    - un premier bras (7) articulé, qui est relié à la barre (6) centrale par un premier raccordement (8), dans laquelle le premier bras (7) articulé a, à un bout non tourné vers la barre (6) centrale, la première articulation (9) extérieure, et
    - un deuxième bras (10) articulé, qui est relié à la barre (6) centrale par un deuxième raccordement (11), dans laquelle le deuxième bras (10) articulé a, à la deuxième articulation (12) extérieure, un bout non tourné vers la barre (6) centrale.
  2. Caisse (1) suivant la revendication 1,
    caractérisée en ce que
    la carcasse (4) de la caisse a un conduit (15) de guidage dans la direction longitudinale, dans lequel le dispositif (5) de raccordement est guidé dans la direction verticale et dans la direction transversale.
  3. Caisse (1) suivant l'une des revendications 1 ou 2,
    caractérisée en ce que
    la caisse (1) comprend un élément (16) entraîneur, qui forme une liaison à complémentarité de forme entre le dispositif (5) de raccordement et la carcasse (4) de la caisse.
  4. Caisse (1) suivant l'une des revendications 1 à 3,
    caractérisée en ce qu'
    au moins un raccordement (8, 11) entre l'un des bras (7, 10) articulé et la barre (6) centrale comprend une articulation intérieure et/ou un élément élastique.
  5. Caisse (1) suivant l'une des revendications 1 à 4,
    caractérisée en ce que
    la caisse comprend, relié à la carcasse (4) de la caisse, un agencement (17, 18) de soutien, qui soutient le dispositif (5) de raccordement dans la direction verticale et dans la direction transversale.
  6. Caisse (1) suivant la revendication 5,
    caractérisée en ce que
    l'agencement (17, 18) de soutien comprend des glissières (19) ayant une section transversale cunéiforme perpendiculairement à la direction longitudinale.
  7. Caisse (1) suivant l'une des revendications précédentes,
    caractérisée en ce que
    la caisse (1) est sans train de roulement.
  8. Caisse (1) suivant l'une des revendications précédentes, caractérisée en ce que
    la carcasse (4) de la caisse contient aussi des éléments fonctionnels, qui ne servent pas au raccordement mécanique à des caisses voisines.
  9. Caisse (1) suivant la revendication 8,
    caractérisée en ce que
    la carcasse (4) de la caisse contient au moins l'un des éléments fonctionnels suivants :
    - des portes latérales extérieures,
    - des emplacements de sièges,
    - des toilettes,
    - des équipements techniques de transformation d'énergie ou de traitement de l'information.
  10. Agencement de wagons d'un véhicule ferroviaire comprenant une caisse (1) suivant l'une des revendications précédentes, ainsi qu'une première voiture (2) porteuse reliée à un côté avant du dispositif (5) de raccordement, et une deuxième voiture (3) porteuse reliée à un côté arrière du dispositif (5) de raccordement.
  11. Agencement de wagons suivant la revendication 10, dans lequel la première voiture (2) porteuse et la deuxième voiture (3) porteuse comprennent respectivement un train de roulement, et dans lequel la caisse (1) est sans train de roulement.
EP19745997.7A 2018-08-17 2019-07-09 Caisse pourvue de dispositif de raccordement et agencement de wagons Active EP3810481B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018213943.1A DE102018213943A1 (de) 2018-08-17 2018-08-17 Wagenkasten mit Verbindungsanordnung und Wagenanordnung
PCT/EP2019/068408 WO2020035221A1 (fr) 2018-08-17 2019-07-09 Caisse pourvue de dispositif de raccordement et agencement de wagons

Publications (2)

Publication Number Publication Date
EP3810481A1 EP3810481A1 (fr) 2021-04-28
EP3810481B1 true EP3810481B1 (fr) 2023-04-05

Family

ID=67480166

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19745997.7A Active EP3810481B1 (fr) 2018-08-17 2019-07-09 Caisse pourvue de dispositif de raccordement et agencement de wagons

Country Status (7)

Country Link
EP (1) EP3810481B1 (fr)
CN (1) CN216374549U (fr)
DE (1) DE102018213943A1 (fr)
ES (1) ES2948974T3 (fr)
PL (1) PL3810481T3 (fr)
RU (1) RU206826U1 (fr)
WO (1) WO2020035221A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE508005C (de) * 1929-08-30 1930-09-24 Carl Buderus Einrichtung zur Verminderung des inneren UEberhanges von Gleisfahrzeugen in den Bahnkruemmungen
CH153359A (de) * 1931-01-22 1932-03-15 Christoph & Unmack Aktiengesel Gelenkwagen.
US2506460A (en) * 1945-09-04 1950-05-02 Jeffrey Mfg Co Articulated locomotive
USRE26143E (en) * 1963-08-16 1967-01-24 Cope draft rigging
NL8401549A (nl) * 1984-05-14 1985-12-02 Rmo Werkspoor Services Bv Loopwerksysteem voor een railvoertuig.
AT502530A1 (de) * 2005-08-18 2007-04-15 Evoinvent Ag Kuppelvorrichtung
CN202219788U (zh) * 2011-08-15 2012-05-16 邦巴尔迪尔运输有限公司 用于轨道车辆的车体模块及轨道车辆
RU2651360C2 (ru) * 2016-03-22 2018-04-19 Общество с ограниченной ответственностью Управляющая Компания "РэйлТрансХолдинг" Грузовой вагон сочлененный

Also Published As

Publication number Publication date
DE102018213943A1 (de) 2020-02-20
CN216374549U (zh) 2022-04-26
EP3810481A1 (fr) 2021-04-28
WO2020035221A1 (fr) 2020-02-20
RU206826U1 (ru) 2021-09-29
PL3810481T3 (pl) 2023-07-31
ES2948974T3 (es) 2023-09-22

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