EP3837148A1 - Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails - Google Patents

Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails

Info

Publication number
EP3837148A1
EP3837148A1 EP19732605.1A EP19732605A EP3837148A1 EP 3837148 A1 EP3837148 A1 EP 3837148A1 EP 19732605 A EP19732605 A EP 19732605A EP 3837148 A1 EP3837148 A1 EP 3837148A1
Authority
EP
European Patent Office
Prior art keywords
joint
articulated
arrangement
articulated arm
bearing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP19732605.1A
Other languages
German (de)
English (en)
Other versions
EP3837148B1 (fr
Inventor
Arthur Kontetzki
Ulrich BÖHNE
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.)
Voith Patent GmbH
Original Assignee
Voith Patent 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
Priority claimed from DE202018104702.7U external-priority patent/DE202018104702U1/de
Priority claimed from DE102018119909.0A external-priority patent/DE102018119909A1/de
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP3837148A1 publication Critical patent/EP3837148A1/fr
Application granted granted Critical
Publication of EP3837148B1 publication Critical patent/EP3837148B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/12—Articulated vehicles comprising running gear interconnected by loads
    • 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 joint arrangement according to the preamble of independent patent claim 1.
  • the invention relates in particular to a joint arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle, the joint arrangement having a first articulated arm and a second articulated arm which are articulated in an articulated plane with the aid of a joint bearing.
  • the spherical plain bearing has in particular a pivot pin which forms a pivot axis common to the joint arrangement. This hinge pin is preferably supported on both sides via bearing shells of the hinge arrangement.
  • the first articulated arm has an end area connected to or connected to a base plate of a first car body and an opposite end area with a first joint head
  • the second articulated arm has an end area connected to a base plate of a second car body and an opposite end area with a second joint head that is complementary to the first joint head, at least in some areas.
  • Rail vehicle between the adjacent car bodies occurring longitudinal forces, lateral forces and vertical forces.
  • the (integrated) energy dissipation element usually provided in the spherical plain bearing is a regenerative energy dissipation element, in particular an elastomer element, which is only used to dampen the tensile and impact forces transmitted via the joint connection during normal ferry operation. It is known that this regenerative energy-absorbing element absorbs forces up to a defined size and the forces beyond that are undamped via the
  • Energy consumption element for use which is designed, for example, that it is only after the consumption of the
  • regenerative energy consumption element addresses and at least partially absorbs the energy transmitted through the power flow through the energy consumption element and thus degrades.
  • destructive energy consumption elements For example, destructive energy consumption elements
  • Deformation pipes in question in which in a destructive manner by a defined deformation (plastic deformation) of at least a section of the
  • Deformation tube the impact energy in deformation work and heat
  • An energy dissipation element which is based on the principle of a deformation tube, is characterized in that it has a defined response force without force peaks.
  • solutions are also known from the prior art, in which regenerative energy consumption elements are used to protect the vehicle undercarriage against damage in the event of strong impact impacts. An example of this are
  • gas-hydraulic buffers with a regenerative or self-restoring method.
  • energy dissipation elements that are based on a gas-hydraulic method of operation
  • energy dissipation elements that are based on a
  • hydrostatic energy dissipation elements have a high response force and pretension.
  • articulated arrangements are known from the prior art, in which a deformation tube is integrated in at least one of the articulated arms and takes over the function of a destructive energy dissipation element.
  • An articulated arm with a deformation tube integrated therein is thus to be understood as a functional force transmission unit, the articulated arm in this case consisting of a first force transmission element in the form of the deformation tube and a second force transmission element in the form of an on the end End region of the joint arm provided joint head is formed. Both components are connected to one another in such a force-fit manner that tensile and impact forces can be transmitted in the longitudinal direction of the joint arrangement.
  • the destructively designed energy dissipation element forms the end section of the articulated arm on the car body side, while the end section of the articulated arm corresponds to the articulated head.
  • the end section of the articulated arm with the so-called
  • Base plate of the car body connected, in which the forces transmitted by the articulated arms of the articulated arrangement are introduced or from which the forces to be transmitted by the articulated arms of the articulated arrangement are introduced from the car body into the associated articulated arm.
  • the joint head is at the front end section of the first
  • the articulated arm of an articulated arrangement can generally be brought into engagement with an articulated head of an adjacent car body which is designed complementarily thereto and is formed on the front end section of the second articulated arm of the articulated arrangement.
  • the second articulated arm can either also be equipped with a destructively designed energy dissipation element, although it would also be conceivable for the second articulated arm to have an articulated head only at its front end section, while the car body side
  • FIG. 1 shows an example of a generic articulated arrangement known from the prior art with a first and a second articulated arm 10, 20.
  • an articulated fork is provided as the first articulated head 15. In the direction of the first car body, this articulated fork merges into the first articulated arm 10, which is characterized by the End face of the (not shown) first car body fixedly attached (flanged) base plate 2 extends.
  • the structure of the second articulated arm 20 is mirror-symmetrical to the structure of the first articulated arm 10 with respect to the articulation plane.
  • the hinge plane is the vertical plane which runs through the pivot axis Z defined with the hinge pin 31 and common for the hinge arrangement.
  • the articulated arrangement shown in normal ferry operation runs the power flow from the first to the second car body via the base plate 2 of the first car body, the articulated fork 15 to the articulated pin 31 and to the regenerative energy-absorbing element (spherical-elastic bearing) integrated in the articulated bearing, which is shown in FIG. 1 is not explicitly shown.
  • the flow of force then continues from the articulated bearing or pivot pin 31 to the second articulated head 25 designed as an articulated eye at the front end region 22 of the second articulated arm 20 and finally to the base plate 4 of the second carriage body (not explicitly shown).
  • the invention relates in particular to a joint arrangement with a first and a second articulated arm, the first articulated arm having an end region with a first joint head and the second articulated arm with an end region with a second joint head which is at least partially complementary to the first joint head.
  • the hinge arrangement also has a hinge bearing with a hinge pin in order to connect the first and second joint head in an articulated plane, with a pivot axis common to the joint arrangement is formed for the joint pin, and the joint bearing has bearing shells, in particular bearing shells arranged on both sides, for supporting the joint pin on both sides.
  • At least one force transmission member is assigned to the first articulated arm, which is fixedly connected to the end region of the first articulated arm and firmly to one of the bilateral bearing shells.
  • the bearing shells are displaced inwards into the spherical plain bearing, in order thus to provide a larger cross-section through which the force flow flows during the force transmission from the first pivot arm to the pivot bearing or to the second pivot arm (and vice versa) can.
  • This takes place via the at least one force transmission member, which is firmly connected on the one hand to the end region of the first articulated arm and on the other hand permanently to one of the bearing shells on both sides.
  • the at least one force transmission element is formed in or parallel to a force flow running from the first articulated arm to the second articulated arm.
  • This solution is preferred insofar as the power transmission No further force redirection and thus no further force peaks are caused.
  • other solutions are also conceivable.
  • the first joint head is designed to receive the second joint head at least in regions, the bearing shells being arranged at least in regions between the first joint head and the at least one force transmission element.
  • this has a driver element, which has a first end region, which can be brought into operative connection with a chassis to be arranged below the joint arrangement, in particular a bogie.
  • the driver element also has a second end region opposite in the first end region, via which the driver element is firmly connected to the first articulated arm.
  • the driver element is formed integrally with the first articulated arm.
  • the driver element can also be detachably rigidly connected to the first articulated arm.
  • the joint arrangement furthermore has a driver element
  • the at least one force transmission element is fixedly connected to the driver element. In this way it is ensured that the power flow over the largest possible cross section from the first articulated arm to the driver element and thus into a possibly. bogie that is operatively connected to the driving element can be guided.
  • the bearing shells are preferably constructed in several parts and have an upper bearing shell region, which is preferably detachably connected to a lower bearing shell region.
  • This multi-part construction of the bearing shells makes it possible to connect the articulated arms of the articulated arrangement to one another in a vertical direction, which simplifies the assembly of the articulated arrangement according to the invention.
  • the joint arrangement has an energy dissipation device which is integrated in the joint connection formed with the two joint arms and the joint bearing and for damping the joint connection during normal ferry operation transmitted tensile and impact forces has a regenerative energy-absorbing element, in particular an elastomer element, preferably provided in the spherical bearing.
  • the energy dissipation device of the joint arrangement also has a destructively designed energy dissipation element, in particular a deformation tube or the like, which is integrated in the second articulated arm in such a way that the force flow during normal operation tensile and impact forces occurring and to be transmitted from the joint arrangement run from the base plate of the first car body via the first articulated arm, the articulated bearing with the articulated pin, the second articulated arm and the preferably destructively designed energy-dissipating element integrated in the second articulated arm to the base plate of the second car body and vice versa ,
  • a destructively designed energy dissipation element in particular a deformation tube or the like
  • the energy dissipation device of the joint arrangement comprises a destructively designed energy dissipation element, in particular a deformation tube or the like.
  • the first joint head has an articulated fork and the second articulated head has an articulated eye complementary to the articulated fork, the articulated fork and the articulated eye being rotatably connected to one another by means of the articulated pin.
  • the articulated fork and the articulated eye being rotatably connected to one another by means of the articulated pin.
  • FIG. 1 shows a joint arrangement known from the prior art in normal ferry operation
  • FIG. 2 schematically shows an isometric view of an exemplary embodiment of the joint arrangement according to the invention
  • FIG. 3 shows a detail from FIG. 2
  • FIG. 4 schematically shows the exemplary embodiment of the joint arrangement according to the invention according to FIG. 2 in a top view
  • FIG. 5 schematically likes to illustrate the exemplary embodiment of the joint arrangement according to the invention.
  • FIG. 2 in a side view;
  • FIG. 6 schematically likes a longitudinal sectional view of the exemplary embodiment of the joint arrangement according to the invention.
  • FIG. 7 schematically shows a sectional view of the exemplary embodiment of the joint arrangement according to the invention according to FIG. 5 along the line A-A.
  • FIG. 1 shows an articulated arrangement known from the prior art with a first articulated arm 10 and a second articulated arm 20.
  • the articulated arrangement has a driver element 50, a first end region of the io
  • slave element 50 can be brought into operative connection with a chassis (not shown in FIG. 1) to be arranged below the joint arrangement, in particular a bogie.
  • the second end region opposite the first end region of the driver element 50 is connected to the joint arrangement via the bearing shells on both sides.
  • FIG. 1 schematically shows the load path L over which the tensile and impact forces to be transmitted by the joint arrangement run in normal ferry operation.
  • the load path L runs from the first articulated arm 10 via the lower bearing shell element 61 into the driver element 50.
  • the joint arrangement 100 like that in FIG. 1, known from the prior art articulated arrangement - a first articulated arm 10 and a second articulated arm 20.
  • An end region of the first articulated arm 10 on the car body side is connected or connectable to a base plate 2 of a first car body, while an end region of the first articulated arm 10 opposite the end area of the articulated arm 10 on the car body side is provided with a first articulated head 15.
  • the second articulated arm 20 has an end region on the wagon body side, which is connected or connectable to a base plate 4 of a second wagon body, and an opposite end region with a second joint head 25 which is at least partially complementary to the first joint head 15.
  • first joint head 15 of the first joint arm 10 can be designed as a joint fork and the second joint head 25 of the second joint arm 20 as a joint eye.
  • first joint head 15 of the first joint arm 10 and the second joint head 25 of the second joint arm 20 are connected to one another in an articulated manner via a joint bearing 60.
  • the pivot bearing 60 has a pivot pin 31 which defines the pivot axis Z common to the pivot arrangement 100.
  • the spherical bearing 60 also has bearing shells 62 on both sides of the rod ends 15, 25 in order to support the pivot pin 31 of the spherical bearing 60 on both sides.
  • the joint arrangement 100 of the present invention is distinguished by the fact that an additional force path L 'is formed, via which the tensile and impact forces transmitted by the joint arrangement 100 in normal ferry operation run.
  • FIG. 1 known solution - provide in the joint arrangement 100 according to the invention that at least one force transmission member 65 is assigned to the first joint arm 10, which is fixed to the front end region of the first joint arm 10 on the one hand and fixed to one of the bearing shells 62 on both sides of the joint bearing 60 on the other hand is connected.
  • the at least one force transmission element 65 assigned to the first joint arm 10 is formed in or parallel to a force flow running from the first joint arm 10 to the second joint arm 20.
  • FIG. 5 indicates how a further load path L 'is formed with the aid of the at least one force transmission element 65, as a result of which the tensile and impact forces to be transmitted in the normal driving operation of the joint arrangement 100 are distributed over a larger cross section.
  • the strength of the joint arrangement 100 according to the invention can be optimized by this increased load distribution.
  • the first joint head 15 is the first Articulated arm 10 designed to receive the second articulated head 25 of the second articulated arm 20 at least in regions.
  • the bearing shells 62 on both sides of the joint bearing 60 are arranged at least in regions between the first joint head 15 and the at least one force transmission member 65, as is also the plan view in FIG. 4 or the sectional view in FIG. 7 can be removed.
  • the joint arrangement 100 also has a driver element 50 with a first end region, which can be brought into operative connection with a chassis, in particular bogie, to be arranged underneath the joint arrangement 100.
  • a second end area opposite the first end area of the driver element 50 is connected rigidly to the first articulated arm 10 of the articulation arrangement 100.
  • the at least one force transmission member 65 is fixedly (i.e. rigidly) connected to the driver element 50, as the side view likes. FIG. 5 or the isometric view. FIG. 2 can be removed well.
  • the bearing shells 62 on both sides are each provided between the at least one force transmission member 65 and the second articulated arm 20.
  • the bearing shells 62 are each constructed in several parts and have an upper bearing shell region 63, which is preferably detachably connected to a lower bearing shell region 61. In this way, the first articulated arm 10 can be mounted with the second articulated arm 20 in a vertical direction.
  • the hinge pin 31 of the hinge bearing 60 is designed as a horizontally extending bolt 31 that extends perpendicular to the longitudinal direction of the hinge arrangement 100.
  • an energy dissipation device 66 is integrated in the articulated connection formed with the two articulated arms 10, 20 and the articulated bearing 60, which device is used to dampen those transmitted via the articulated connection during normal ferry operation Tractive and impact forces are used.
  • a regenerative energy consumption element 66 preferably provided in the spherical bearing 60, is integrated in the spherical bearing 60.
  • This energy dissipation element 66 is preferably an elastomer element.
  • the joint arrangement 100 has further energy consuming devices in the form of destructively designed energy consuming elements 13a, 23a, which are integrated in the first and second articulated arms 10, 20 in such a way that the force flow occurs in and from the normal ferry operation Articulated arrangement 100 to be transmitted tensile and impact forces via the articulated arms 10, 20, the articulated bearing 60, the articulated pin 31 and the energy dissipation elements 13a, 23a integrated in the corresponding articulated arms 10, 20.
  • the invention is not limited to the exemplary embodiments shown in the drawings, but results from a summary of all the features disclosed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Dampers (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

L'invention concerne un arrangement d'articulation (100) destiné à relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails. L'arrangement d'articulation (100) possède un premier bras articulé (10) doté d'un premier embout à rotule (15), un deuxième bras articulé (20) doté d'un deuxième embout à rotule (25) de configuration complémentaire à celle du premier embout à rotule (15) au moins dans certaines zones et un palier d'articulation (60) doté d'un tourillon d'articulation (31) servant à la liaison articulée du premier et du deuxième embout à rotule (15, 25) dans un plan d'articulation. Le palier d'articulation (60) possède des coques de palier (62) servant à l'appui bilatéral du tourillon d'articulation (31). L'invention est caractérisée notamment en ce qu'au moins un élément de transmission de force (65) est associé au deuxième bras articulé (20), lequel est relié à demeure à la zone d'extrémité côté frontal du deuxième bras articulé (20) et à demeure à respectivement l'une des coques de palier (62) bilatérales.
EP19732605.1A 2018-08-16 2019-06-19 Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails Active EP3837148B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE202018104702.7U DE202018104702U1 (de) 2018-08-16 2018-08-16 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeugs
DE102018119909.0A DE102018119909A1 (de) 2018-08-16 2018-08-16 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges
PCT/EP2019/066171 WO2020035196A1 (fr) 2018-08-16 2019-06-19 Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails

Publications (2)

Publication Number Publication Date
EP3837148A1 true EP3837148A1 (fr) 2021-06-23
EP3837148B1 EP3837148B1 (fr) 2022-08-10

Family

ID=67001788

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19732605.1A Active EP3837148B1 (fr) 2018-08-16 2019-06-19 Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails

Country Status (4)

Country Link
EP (1) EP3837148B1 (fr)
CN (1) CN217198121U (fr)
PL (1) PL3837148T3 (fr)
WO (1) WO2020035196A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023156674A1 (fr) 2022-02-21 2023-08-24 Voith Patent Gmbh Ensemble d'articulation pour une liaison articulée de deux carrosseries de véhicule adjacentes d'un véhicule guidé
DE102022110742A1 (de) 2022-05-02 2023-11-02 Voith Patent Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ATE242138T1 (de) * 2001-09-17 2003-06-15 Voith Turbo Scharfenberg Gmbh Gelenkanordnung
DE502006001773D1 (de) * 2006-07-31 2008-11-20 Voith Turbo Scharfenberg Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen

Also Published As

Publication number Publication date
CN217198121U (zh) 2022-08-16
EP3837148B1 (fr) 2022-08-10
WO2020035196A1 (fr) 2020-02-20
PL3837148T3 (pl) 2022-11-28

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