EP4482724B1 - Ensemble d'articulation pour une liaison articulée de deux carrosseries de véhicule adjacentes d'un véhicule guidé - Google Patents

Ensemble d'articulation pour une liaison articulée de deux carrosseries de véhicule adjacentes d'un véhicule guidé

Info

Publication number
EP4482724B1
EP4482724B1 EP23708173.2A EP23708173A EP4482724B1 EP 4482724 B1 EP4482724 B1 EP 4482724B1 EP 23708173 A EP23708173 A EP 23708173A EP 4482724 B1 EP4482724 B1 EP 4482724B1
Authority
EP
European Patent Office
Prior art keywords
articulated arm
bearing
end region
base plate
joint
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
EP23708173.2A
Other languages
German (de)
English (en)
Other versions
EP4482724A1 (fr
Inventor
Dietmar Busch
Arthur Kontetzki
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
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP4482724A1 publication Critical patent/EP4482724A1/fr
Application granted granted Critical
Publication of EP4482724B1 publication Critical patent/EP4482724B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a joint arrangement for connecting two adjacent car bodies of a track-guided vehicle, specifically with the features from the preamble of claim 1.
  • the invention relates in particular to a joint arrangement comprising a first articulated arm and a second articulated arm, which are articulated to one another in a joint plane by means of a joint bearing.
  • the joint bearing in particular has a pivot pin which forms a common pivot axis for the joint arrangement. This pivot pin is preferably supported on both sides by bearing shells of the joint arrangement.
  • the first articulated arm has a car body-side end region connected or connectable to a base plate of a first car body and an opposing end region with a first joint head
  • the second articulated arm has a car body-side end region connected to a base plate of a second car body and an opposing end region with a second joint head that is at least partially complementary to the first joint head.
  • WO 2005/023619 A1 reveals a modular joint design with the aim of permanently maintaining the joint connection and making the connecting component detachable for mounting on the vehicle.
  • Joint connections designed as spheroidal elastic joints absorb the longitudinal forces, transverse forces and vertical forces occurring between the adjacent car bodies during the movement of the multi-section rail vehicle.
  • the energy absorption element typically provided in or integrated into the joint bearing is a regeneratively designed energy absorption element, in particular an elastomer element, which serves only to dampen the tensile and impact forces transmitted via the joint connection during normal driving operation. It is known that this regeneratively designed energy absorption element absorbs forces up to a defined magnitude and transmits the forces exceeding this magnitude undamped into the vehicle underframe or car body.
  • a destructively designed energy-absorbing element is frequently used.
  • This element is designed, for example, to activate only after the energy absorbed by the regeneratively designed energy-absorbing element (e.g., in the ball joint bearing) has been exhausted, and then at least partially absorbs and dissipates the energy transferred through the force flow via the energy-absorbing element.
  • Deformation tubes are particularly suitable as destructively designed energy-absorbing elements, where the energy is deformed in a destructive manner. Through a defined deformation (plastic deformation) of a section of the deformation tube, the impact energy is converted into deformation work and heat.
  • An energy-absorbing element based on the principle of a deformation tube is characterized by a defined response force without force peaks.
  • deformation tubes are integrated into at least one of the articulated arms.
  • An articulated arm with an integrated deformation tube can thus be understood as a functional force transmission unit, wherein the articulated arm comprises a first force transmission element in the form of the deformation tube and a second force transmission element in the form of a rod end provided at the end face of the articulated arm. Both components are positively connected to each other in such a way that tensile and impact forces can be transmitted in the longitudinal direction of the joint assembly.
  • the destructively designed energy-absorbing element typically forms the end section of the articulated arm facing the car body, while the end face of the articulated arm corresponds to the rod end.
  • the end section of the articulated arm on the car body side is connected to the so-called base plate of the car body, in which the forces transmitted by the articulated arms of the joint arrangement are introduced, or from which the forces to be transmitted by the articulated arms of the joint arrangement are introduced from the car body into the associated articulated arm.
  • the ball joint at the end face of the first articulated arm of a joint assembly can generally engage with a correspondingly complementary ball joint at the end face of the second articulated arm of an adjacent car body.
  • the force flow runs from the base plate of the first car body, via the energy-absorbing element (preferably designed to be destructive), which may be integrated into the first articulated arm, through the first ball joint, to the second articulated arm, which is associated with the adjacent second car body.
  • the second articulated arm can also be equipped with a destructively designed energy-absorbing element.
  • the second articulated arm only has a joint head at its end section, while the end section facing the car body is essentially rigidly connected directly to the base plate of the second car body.
  • the first articulated arm can also be free of a destructive energy-absorbing element, with this element being assigned to the second articulated arm.
  • FIG 1 shows an example of such a joint arrangement 1 known from the prior art, comprising a first articulated arm 10 and a second articulated arm 20.
  • the joint arrangement 1 has a drive element 50, wherein a first end region 51 of the drive element 50 is operatively connected to a (in Figure 1
  • the chassis in particular the bogie, can be positioned below the articulation assembly 1 (not shown).
  • a car body-side end region 11 of the first articulated arm 10 is connected or connectable to a base plate 2 of a first car body, while a front end region 12 of the first articulated arm 10, opposite the car body-side end region, is provided with a first articulating head 15.
  • the second articulated arm 20 has a car body-side end region 21, connected or connectable to a base plate 4 of a second car body, and an opposite front end region 22 with a second articulating head 25 that is at least partially complementary to the first articulating head 15.
  • the first articulating head 15 of the first articulated arm 10 can be designed as a fork joint and the second articulating head 25 of the second articulated arm 20 as a hinge joint.
  • the first rod end 15 of the first articulated arm 10 and the second rod end 25 of the second articulated arm 20 are articulated to each other via a spherical bearing 30.
  • the spherical bearing 30 has a pivot pin 31, which defines the bearing axis Z, common to the joint arrangement 1 and acting as the pivot axis.
  • the spherical bearing 30 also has bearing cups 32 on both sides of the rod ends 15, 25, in order to support the pivot pin 31 of the spherical bearing 30 on both sides.
  • the second end region 52 is connected to the bearing shells 32 arranged on both sides.
  • the pivot pin 31 of the spherical bearing 30 is designed as a horizontally extending bolt 31 perpendicular to the longitudinal direction of the spherical assembly 1.
  • the joint arrangement 1 Energy-absorbing devices in the form of destructively designed energy-absorbing elements 13a, 23a are integrated into the first and second articulated arms 10, 20 such that the force flow of the tensile and impact forces occurring during normal driving operation and to be transmitted by the articulation assembly 1 runs through the articulated arms 10, 20, the articulating bearing 30, the articulating pin 31, and the energy-absorbing elements 13a, 23a integrated into the respective articulated arms 10, 20 and the respective base plates 2, 4 into the car body.
  • the deformation tube 13a or 23a is clamped between a conical ring (not shown) and a ring segment on the one hand, and an end plate 13b, 23b, which acts as a pressure plate, on the other.
  • the end plate 13b is connected to the respective base plate 2, 4 by means of fastening elements, in particular screws.
  • the force flow then continues from the joint bearing 30 or joint pin 31 to the second joint head 25, designed as a joint eye, at the end section 22 of the second joint arm 20, and finally via the destructive energy absorption element integrated in the end section of the second joint arm 20 on the side of the car body to the base plate. 4 of the (not explicitly shown) second car body.
  • the two deformation tubes 13a and 23a are designed such that when an energy threshold transmissible by the force flow through the respective deformation tubes 13a and 23a is exceeded, plastic deformation of the respective elements occurs.
  • the base plates 2 and 4 of the respective car bodies are displaced relative to each other in the longitudinal direction of the articulation assembly 1.
  • the joint arrangement shown combines the total stroke occurring during energy consumption from the individual longitudinal strokes of the respective destructively designed energy-consuming elements 13 and 23 integrated in the first and second joint arms 10 and 20 respectively, and the individual longitudinal stroke of the regeneratively designed energy-consuming element (elastomer element) provided in the joint bearing 30.
  • the force flow to be transmitted between the adjacent car bodies must be transmitted directly via the respective base plates 2 and 4, whereby only a predetermined maximum force flow may be directed via the joint connection formed with the articulated arms 10 and 20 and the joint bearing, so that a predictable and, in particular, predefined sequence of events can be achieved in the event of a crash.
  • the object of the invention is to further develop a joint arrangement in such a way that in the event of a crash, i.e., when a predefined permissible operating load, in particular impact force, is exceeded, maximum energy consumption can be achieved with a predetermined sequence of events, whereby the largest possible total stroke within the joint arrangement should be provided while simultaneously minimizing the available installation space for the joint arrangement.
  • a joint arrangement for connecting two adjacent car bodies of a rail vehicle comprises a first articulated arm, which has a car body-side end section connected or connectable to a base plate of the first car body and an opposite end section with a first articulating head.
  • the joint arrangement further comprises a second articulated arm, which has a car body-side end section connected or connectable to a base plate of the second car body and an opposite end section with a second articulating head that is at least partially complementary to the first articulating head, in order to be articulated with it.
  • the first and second articulating heads are articulated in a joint plane.
  • a spherical bearing with a pivot pin is provided, the pivot pin forming a common pivot axis for the joint assembly.
  • the spherical bearing has bearing shells for supporting the pivot pin on both sides.
  • the joint assembly includes at least one integrated energy absorption device, comprising at least one destructive energy absorption element assigned to one of the articulated arms.
  • the joint assembly has a drive element connected to one of the articulated arms. This drive element has a first end region which, in its installed position on the vehicle, can be brought into operative contact with a chassis or bogie located below the joint assembly, and a second end region via which the drive element is connected to the first articulated arm.
  • the drive element in the first end region is characterized by a drive axis oriented perpendicular to the longitudinal axis, which, particularly when the drive element interacts with the chassis or bogie, coincides with a central axis of a receiving device provided on the chassis or bogie.
  • the first and second end regions of the drive element are offset from each other in the axial direction, i.e., in the longitudinal direction of the joint assembly.
  • the drive element is cranked between the first and second end regions, creating a clearance between the drive element and the outer circumference of the joint assembly.
  • connection area between the first and second end regions of the drive element is designed or shaped such that a clearance extending longitudinally along the joint assembly in its installed position is formed between the outer contour of the drive element and the outer circumference of the articulated arms and the articulated bearing.
  • the connection area, or the outer circumference formed by it, on the side facing the second base plate, extends over a portion of its length at a distance from the articulated forks and articulated bearing.
  • drive element here refers to the drive mechanism. This can be integral or multi-part.
  • the cranked design of the drive element according to the invention allows the relative movement of the coupled joint arms with respect to the base plate associated with the second joint arm, while accommodating components arranged around the outer circumference of the joint arms and their connections to the respective base plates.
  • the clearance thus created above the first end region of the drive element allows for the accommodation of the portion of the base plate located below the axis of the second joint arm, so that the drive element connected to the first joint arm can be moved considerably further in the longitudinal direction of the joint assembly compared to prior art designs, thus enabling a greater overall stroke.
  • joint bearings and joint arms are designed and dimensioned with respect to their outer circumference to move through the base plate, especially through the through-hole provided for supporting the respective joint arm.
  • the maximum stroke is limited, at the latest by the interaction of stop surfaces on the drive element with the base plate, if the permissible load is exceeded.
  • the cranked design also allows for a freer design of the connection area of the driver to the articulated arm; this no longer necessarily has to take place in the area of the joint bearing.
  • the distance between the drive element and the outer circumference of the joint assembly, described as a free space relative to the outer circumference of the joint assembly when viewed in the longitudinal direction, is preferably selected and designed such that the drive element connected to the first joint arm is suitable to, when a predefined maximum impact load is exceeded and relative movement of the joint arms connected to each other is considered to the base plate connected to the second joint arm in the longitudinal direction, extends into the to move within the area of the vertical plane described by the base plate and beyond.
  • This design offers the advantage of a possible relative movement of an articulated arm connected to the drive element with respect to the base plate of the articulated arm connected to it, such that the entire joint bearing and also parts of the first articulated arm move through it, thereby achieving a significantly longer stroke and utilizing more energy to dissipate this energy input as deformation work than with conventional solutions.
  • the deformation tube is supported at least indirectly on one side at its joint-side end region by the base plate assigned to the second articulated arm, extending away from the joint bearing.
  • the deformation tube is cantilevered.
  • the second articulated arm has, in its car body-side end region, a first bearing section for at least indirect support on the base plate and a guide section downstream of this in this direction. In its installed position, the guide section projects at least partially into the deformation tube and rests against the inner surface of the deformation tube.
  • An expansion section is provided between the bearing section and the guide section.
  • This expansion section interacts with the deformation tube when a maximum permissible impact load is exceeded, thereby expanding and dissipating impact energy.
  • the second articulated arm and the articulated bearing connected to it at least partially, preferably completely, enter the deformation tube and are guided along its inner circumference by the guide section.
  • the guide section on the second articulated arm leads the expansion section located between it and the bearing section.
  • the resulting free space between the articulated bearing and the drive element allows either only the second articulated arm to plunge through the base plate into the deformation tube, or the second articulated arm to plunge together with at least a portion of the articulated bearing, or even a portion of the first articulated arm.
  • the movement is determined by the design and dimensioning of the outer circumferential surfaces of the articulated arms and the articulated bearing such that a surface area is provided for interaction with a stop on or in the base plate.
  • the drive element, first articulated arm, and base plate are integrally formed. This results in a division into a rigid articulated arm and an articulated arm designed for destructive energy absorption.
  • the cranked design of the drive element allows for better separation of the car body loads from the articulated loads, thus enabling a more economical and lighter design of the individual components.
  • the drive element is designed and configured such that the drive axis, which can be described as the first end area for interaction with a chassis or bogie, lies in a plane defined by the bearing axis of the articulated bearing and a perpendicular to this and to the longitudinal direction of the joint arrangement, in particular the extension of which intersects the pivot axis.
  • the drive element is designed and configured such that the drive axis, which describes the first end region for interaction with a chassis or bogie, is offset from a plane described by the pivot axis of the joint bearing and a perpendicular to this and to the longitudinal direction, in particular the extension of which runs offset from the pivot axis.
  • the spherical bearing may not fully engage the deformation tube, or, in the case of a particularly shortened design of the first articulated arm and the connection of the first end of the drive element in the area of the rod end, it may not engage at all.
  • the distance between the base plates achievable through shortening, when the permissible operating load is exceeded, then corresponds to the dimensions of the first articulated arm.
  • the deformation tube has a first section at its articulated end that is rigidly connected to the bearing section of the articulated arm.
  • This first section has a larger cross-section compared to a second, larger section located further towards the car body end of the deformation tube (the freely cantilevered end of the deformation tube).
  • the articulated arm is clamped in the area of its bearing section between the base plate and this section of the deformation tube located further towards the car body end, and in the area of the guide section, it rests against the inner surface of this section of the deformation tube located further towards the car body end.
  • This section located further towards the car body on the deformation tube, forms at least the theoretically available area of the deformation tube for expansion in the event of a crash and a subsequent guide area for the articulated arm, which in this case is movable relative to the base plate.
  • the guide section of the articulated arm projects at least partially into this section of the deformation tube, which extends further towards the car body end area.
  • the cross-section of this section is smaller compared to the cross-section of the deformation tube in the first section at the articulated end area. Since, on the one hand, the guide section of the articulated arm is located on the inner surface of the section that is (still) not widened before the energy absorption device is activated, the deformation tube extends further towards the car body end area.
  • the guide section of the articulated arm runs along the surface of the unexpanded cross-section of the section further towards the car body end, thus providing axial guidance.
  • This guidance prevents unwanted tilting of the deformation tube during deformation, ensuring that the plastic deformation, particularly the expansion of the deformation tube, proceeds predictably and in a defined manner.
  • the leading guidance during expansion prevents uncontrolled buckling of the deformation tube.
  • the length of the deformation tube does not necessarily have to be dimensioned such that the guidance via the guide section of the articulated arm is maintained until the end position of the articulated bearing is reached when the permissible operating load is exceeded. Due to the freely cantilevered connection of the deformation tube, the guide section can also move out of it, while still utilizing the full length of the deformation tube for energy absorption.
  • the expansion of the deformation tube outside the first section, which is provided for connection to the base plate in the articulated end region, is achieved by the shaping between the bearing section and the guide section on the articulated arm in the car body-side end region, caused by the cross-sectional difference. This is accomplished by the transition area interacting directly with the inner circumference or inner surface of the deformation tube.
  • the section adjoining the first section rigidly connected to the base plate and intended for deformation expands further towards the car body-side end region.
  • the guide section on the articulated arm in the section of the deformation tube further towards the car body-side end region always precedes the expansion.
  • bearing section and the guide section in the car body-side end region of the articulated arm are integrally designed, and the transition area between the bearing section and the guide section on the articulated arm is...
  • conical forming at least one conical surface for interaction with the inner circumference of the deformation tube.
  • the bearing section and the guide section of the car body-side end region of the articulated arm can be integrally designed, with a separate conical ring for interaction with the inner circumference of the deformation tube.
  • This ring connects to the guide section after the bearing section and forms the expansion section on the articulated arm.
  • the connection can be achieved, in particular, by force-fit or positive locking.
  • the articulated arm can also be formed in multiple parts at its car body-side end region, with the individual components being connected to each other or coupled in a force-transmitting manner.
  • the bearing section and guide section of the car body-side end region of the articulated arm are formed from coupled and coaxially arranged separate components, in particular a bearing component integrally formed with the rod end and a guide component, and a conical ring forming the expansion section is used for interaction with the inner circumference of the deformation tube. provided, which is integrally formed with the bearing component or the guide component.
  • the bearing section and guide section of the car body-side end region of the articulated arm are formed from interconnected and coaxially arranged separate components, in particular a bearing component integrally formed with the rod end and a guide component.
  • a conical ring forming the expansion section is provided for interaction with the inner circumference of the deformation tube, and this ring is connected to the bearing component or the guide component by force-fit or form-fit.
  • the separate provision of the conical ring offers the same advantages as the separate provision with an integral design of the bearing section and guide section.
  • the articulated arm is advantageously clamped without play between the base plate and the section of the deformation tube extending towards the car body end region, which forms the deformation section, via the conical ring or conical surface. This allows the articulated arm, with its car body end region, to be connected to the base plate in a force-transmitting manner, or supported within it, in a simple way.
  • the articulated arm is clamped between the base plate and the deformation tube in such a way that, when a predetermined operating load is exceeded, the articulated arm moves towards the car body-side end area of the deformation tube and plastically deforms the section of the deformation tube that lies further towards the car body-side end area, thereby expanding its cross-section.
  • this element is located between a section connected to the car body side.
  • the end area of the articulated arm is clamped to a conical ring coupled to a front plate connected to the base plate via fastening devices.
  • the first joint head is designed as a fork joint and the second joint head of the articulating bearing as a hinge eye.
  • the alternative design is also possible with appropriate modification.
  • regenerative energy consumption is preferably provided in all designs.
  • FIG. 2 illustrates a first advantageous embodiment of a joint arrangement according to the invention 1.
  • Figure 3 Figure 1 shows, in a simplified schematic representation, the integration of such an articulation assembly 1 in a rail vehicle 3, in particular for connecting two carriages 26 and 27 arranged one behind the other.
  • a coordinate system is shown as an example for the articulation assembly 1.
  • the X-direction describes the longitudinal direction, which, in the installed position of the articulation assembly 1, coincides with the longitudinal direction of the rail vehicle and, in particular, with the axes of the articulation arms, which are coaxial in the unarticulated state. This is denoted by L.
  • the Y-direction describes the lateral direction, i.e., perpendicular to the longitudinal direction, and the Z-direction describes the vertical direction.
  • the joint arrangement 1 comprises a first articulated arm 10 and a second articulated arm 20.
  • a car body-side end region 11 of the first articulated arm 10 is connected or connectable to a base plate 2 of a first car body 6, while a front end region 12 of the first articulated arm 10, opposite the car body-side end region, is provided with a first joint head 15.
  • the second articulated arm 20 has a car body-side end region 21, connected or connectable to a base plate 4 of a second car body 7, and an opposite front end region 22 with a second joint head 25 that is at least partially complementary to the first joint head 15.
  • the first joint head 15 of the first articulated arm 10 is designed as a fork joint
  • the second joint head 25 of the second articulated arm 20 is designed as a hinge joint.
  • the first rod end 15 of the first articulated arm 10 and the second rod end 25 of the second articulated arm 20 are articulated to each other via a spherical bearing 30.
  • the spherical bearing 30 has a pivot pin 31, which defines the bearing axis Z, common to the joint assembly 1 and acting as the pivot axis.
  • the pivot pin 31 of the spherical bearing 30 is designed as a horizontally extending bolt perpendicular to the longitudinal direction of the joint assembly 1.
  • the spherical bearing 30 also has bearing shells 32 on both sides of the rod ends 15, 25 in order to support the pivot pin 31 of the spherical bearing 30 on both sides.
  • the bearing shells 32 are formed directly by the first articulated arm 10, in particular by the end section 12 of the first articulated arm.
  • the end section 12 is designed as a split articulated fork. The split preferably occurs in a horizontal plane that can be described by the X and Y directions. Other embodiments are also conceivable, whereby the Figure 2 The depicted design allows for a particularly compact version.
  • the first articulated arm 10 is directly connected to the base plate 2, preferably as an integral component thereof. Furthermore, the first articulated arm 10 also includes a drive element 50, wherein a first end region 51 of the Drive element 50 in operative connection with a (in Figure 2 not, but in the Figure 3 The chassis, in particular the bogie 5 of the rail vehicle 3, can be arranged below the joint arrangement 1 (as shown).
  • the second end section 52 facing away from the first end section 51, is connected to the first articulated arm 10 at the car body-side end section 11.
  • the base plate 2, articulated arm 10, and driver 50 are designed as an integral component.
  • the driver 50 extends vertically downwards from the base plate 2 to the bogie 5 in its installed position.
  • the driver element 50 can be configured in various ways at the first end section 51 for interaction with a chassis or bogie 5; preferably, it is designed as a pin and characterized by a driver axis M, or, if designed as a pin, a pin axis, which coincides with the center axis of a receiving area on the bogie 5 and is oriented perpendicular to the longitudinal direction of the articulated assembly 1.
  • the drive shaft M extends in the version according to Figure 2 preferably in a joint axis Z defined by the articulated bearing 30 and a plane perpendicular to this axis in the vertical direction and perpendicular to the longitudinal direction.
  • the drive axis M runs through a joint point G defined by the joint axis Z and the longitudinal direction, in particular by the intersection of the articulated arms 10, 20 coupled via the bearing axis.
  • the two end regions 51 and 52 are arranged with an offset relative to each other in the longitudinal direction of the joint assembly 1.
  • the drive element 50 is connected in the second end region 52 to the car body-side end region 11 of the first articulated arm 10; preferably, the connection is made in the area of the connection of the first articulated arm 10 to the base plate 2.
  • the cranked design is achieved by forming a clearance 53 between the drive element 50 and the articulated arms 10, 20 and the articulated bearing 30 in the circumferential direction.
  • This clearance extends longitudinally over a portion of the length of the articulated bearing 30 and the second articulated arm 20, and vertically essentially along the outer circumference of the joint assembly within this length range.
  • the connection of the second end section 52 is made in the Figure 2 The depicted formation is spaced apart from the end face 12 of the articulating arm 10 and thus outside the articulating bearing 30.
  • the training according to the Figures 2 and 3 The device is characterized by the fact that an energy absorption device 6 is provided only on one side of the joint assembly 1. Here, it is located at the connection 7 between the second articulated arm 20 and the second base plate 4 and comprises a deformation tube 8, which is at least indirectly supported on one side in the base plate 4, in particular is rigidly connected to it, and extends freely cantilevered from the base plate 2 towards the car body and thus away from the articulated bearing 31.
  • the structure of the energy absorption device 6 is shown in detail in a sectional view for the embodiment according to [reference to figure]. Figure 2 in Figure 4 reproduced.
  • the deformation tube 8 is supported at one end 16, extending away from the articulating bearing 30, by its articulating end region 16 on one side and at least indirectly on the base plate 4 associated with the second articulating arm 20. In the illustrated case, the deformation tube 8 is clamped between two partial plates of the base plate 4.
  • the second articulating arm 20 has, in its car body-side end region 21, a first bearing section 24 for at least indirect support on the base plate 4 and a guide section 28, which projects at least partially into the deformation tube 8 and is located on the inner surface 9 of the deformation tube 8.
  • the deformation tube 8 has a section 17 at its articulated end region 16 which is rigidly connected to the bearing section 24 of the articulated arm 20 and which has a larger cross-section compared to a section 18 located further towards the car body end region 19 of the deformation tube 8, wherein the articulated arm 20 is clamped in the region of its bearing section 24 between the base plate 4 and this section 18 of the deformation tube 8 located further towards the car body end region and in the region of the guide section 28 rests on the inner surface 9c of this section 18 of the deformation tube 8 located further towards the car body end region.
  • the bearing section 24 and the guide section 28 of the car body-side end area 21 of the second articulated arm 20 are integrally designed and a transition area 29 between bearing section 24 and guide section 28 on the articulated arm 20 is conical with the formation of at least one conical surface 33 for interaction with the inner circumference 9 of the deformation tube 8.
  • the Figure 5 shows the joint arrangement 1 according to Figure 2 after a crash. This shows that a portion of the rigid articulated arm 10 plunges into the deformation tube 8, plunging in as far as the area of the spherical bearing 30. This is possible because the dimensions describing the outer circumference of the articulated arms 10 and 20 and the spherical bearing 30 up to the stop 40 are smaller in the installed state than those of the through-opening through the base plate 4. Furthermore, the clearance 53 allows the lower end region of the base plate to be engaged and thus moved away from it when the drive element 50 is moved towards the second base plate 4.
  • Figure 6a a second version is shown in a view according to Figure 2 with anti-climbing protection.
  • the only difference lies in the arrangement of the drive axis M of the first end section 51 relative to the pivot point G or the pivot bearing plane, with an offset from it.
  • the second subsection 52 of the drive part 50 is located on the first articulated arm 10 in the area of the pivot bearing 30, but this is shifted far towards the car body-side end section of the first articulated arm 10.
  • the articulated arm 20, in particular the rod end 25, is extended longitudinally.
  • the rod end 25 is designed as a fork eye, and its outer dimensions in the circumferential direction, i.e., the cross-section up to the bearing part of the articulated arm, are dimensioned such that the rod end can at least partially immerse itself in the deformation tube 8 mounted on the base plate 4.
  • the rod end can at least partially immerse itself in the deformation tube 8 mounted on the base plate 4.
  • only the area directly supported in the region of the second base plate 4, in particular the bearing section, the downstream widening section, and the guide section in the car body-side end region of the second articulated arm 20 are equipped with a cylindrical profile.
  • Figure 6b The figure shows the position in the event of a crash, which is characterized by the fact that, due to the direct connection of the drive element 50 to the spherical bearing area 30, the two base plates 2 and 4 are moved together to a distance defined by the longitudinal extension of the spherical bearing 30.
  • Each articulated arm in this case articulated arm 20, is assigned destructive energy-consuming devices 6.
  • the integration of further destructive energy consumption into the first articulated arm is conceivable, but not shown.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (15)

  1. Arrangement d'articulation (1) pour relier de manière articulée deux caisses voisines (26, 27) d'un véhicule guidé sur rails, l'arrangement d'articulation (1) comprenant les éléments suivants :
    - un premier bras d'articulation (10), lequel présente une région d'extrémité (11) côté caisse, reliée ou pouvant être reliée à une plaque de base (2) d'une première caisse et une région d'extrémité (12) opposée côté frontal dotée d'une première tête d'articulation (15) ;
    - un deuxième bras d'articulation (20), lequel présente une région d'extrémité (21) côté caisse, reliée ou pouvant être reliée à une plaque de base (4) d'une deuxième caisse et une région d'extrémité (22) opposée côté frontal dotée d'une deuxième tête d'articulation (25) réalisée au moins dans certaines régions de manière complémentaire à la première tête d'articulation (15) ;
    - un palier d'articulation (30) doté d'un tourillon d'articulation (31) pour relier de manière articulée la première et la deuxième tête d'articulation (15, 25) dans un plan d'articulation, un axe de palier (Z) commun pour l'arrangement d'articulation (1) étant formé avec le tourillon d'articulation (31), et le palier d'articulation (30) présentant des coussinets de palier (62) pour le support bilatéral du tourillon d'articulation (31) ;
    - au moins un dispositif d'absorption d'énergie (6) intégré dans l'arrangement d'articulation (1) ;
    - un élément d'entraînement (50) relié au premier bras d'articulation (10), doté d'une première région d'extrémité (51), qui peut être amenée en liaison fonctionnelle avec un châssis, en particulier un boggie, devant être disposé en dessous de l'arrangement d'articulation (1) et doté d'une deuxième région d'extrémité (52), par laquelle l'élément d'entraînement (50) est relié au premier bras d'articulation (10), l'élément d'entraînement (50) étant caractérisé dans la première zone d'extrémité (51) en position de montage par un axe d'entraînement (M) orienté perpendiculairement à l'axe longitudinal, qui coïncide en particulier lors de la coopération de l'élément d'entraînement (50) avec le train de roulement ou le boggie, avec un axe central d'un dispositif de réception prévu sur celui-ci pour l'élément d'entraînement (50) ;
    la première et la deuxième région d'extrémité (51, 52) de l'élément d'entraînement (50) étant disposées, vues dans une direction axiale ou dans une direction longitudinale de l'arrangement d'articulation (1), de manière décalée l'une par rapport à l'autre et l'élément d'entraînement (50) étant réalisé entre la première et la deuxième région d'extrémité (51, 52) de manière coudée tout en réalisant une distance, formant un espace libre (53), entre l'élément d'entraînement (50) et la périphérie extérieure de l'arrangement d'articulation (1),
    l'élément d'entraînement (50), le premier bras d'articulation (10) et la plaque de base (2) associée au premier bras d'articulation (10) étant réalisés d'un seul bloc.
  2. Arrangement d'articulation (1) selon la revendication 1,
    caractérisé en ce que l'espacement, qui décrit un espace libre (53) par rapport à la périphérie extérieure de l'arrangement d'articulation (1), entre l'élément d'entraînement (50) et la périphérie extérieure de l'arrangement d'articulation (1) est choisi et réalisé de telle manière, vu dans la direction longitudinale, que l'élément d'entraînement (50) relié au premier bras d'articulation (10) est adapté pour se déplacer, vu dans la direction longitudinale, avec sa première région d'extrémité (51) jusque dans la région du plan vertical pouvant être décrit par la plaque de base (4) et au-delà lors d'un déplacement relatif des bras d'articulation (10, 20) reliés de manière articulée l'un à l'autre par rapport à la plaque de base (4) reliée au deuxième bras d'articulation (20) en cas de dépassement d'une charge de fonctionnement prédéfinie.
  3. Arrangement d'articulation (1) selon la revendication 1 ou 2,
    caractérisé en ce que la deuxième région d'extrémité (52) de l'élément d'entraînement (50) est reliée audit premier bras d'articulation (10) dans la région d'extrémité (11) côté caisse de celui-ci.
  4. Arrangement d'articulation (1) selon l'une des revendications 1 à 3,
    caractérisé en ce que l'élément d'entraînement (50) est réalisé et conçu de telle manière que l'axe d'entraînement (M) pouvant être décrit par la première région d'extrémité (51) pour coopérer avec un châssis ou un boggie se situe dans un plan pouvant être décrit par l'axe de palier (Z) du palier d'articulation (30) et d'une verticale par rapport à celui-ci et par rapport à la direction longitudinale (L), en particulier son prolongement coupe l'axe de palier (Z), ou
    que l'élément d'entraînement (50) est réalisé et conçu de telle manière que l'axe d'entraînement (M) pouvant être décrit par la première région d'extrémité (51) pour coopérer avec un châssis ou un boggie se situe de manière décalée par rapport à un plan pouvant être décrit par l'axe de palier (Z) du palier d'articulation (30) et d'une verticale par rapport à celui-ci et par rapport à la direction longitudinale, en particulier son prolongement s'étend de manière décalée par rapport à l'axe de palier (Z).
  5. Arrangement d'articulation (1) selon l'une des revendications 1 à 4,
    caractérisé en ce que le deuxième bras d'articulation (20) présente dans sa région d'extrémité (21) côté caisse une section de palier (24) destinée à être montée au moins indirectement sur la plaque de base (4), en particulier destinée à être montée dans une ouverture de passage sur la plaque de base (4) et au moins des paliers d'articulation (30) et un deuxième bras d'articulation (20) sont caractérisés dans la direction longitudinale depuis le palier d'articulation (30) jusqu'à la section de palier (24) par une périphérie extérieure dans la direction périphérique, laquelle est inférieure à celle de la section de palier (24) du deuxième bras d'articulation (20).
  6. Arrangement d'articulation (1) selon l'une des revendications 1 à 5,
    caractérisé en ce que l'au moins un dispositif d'absorption d'énergie (6) intégré dans l'arrangement d'articulation (1) comprend au moins un élément d'absorption d'énergie destructif associé au deuxième bras d'articulation (20), sous la forme d'un tube de déformation (8) doté d'une région d'extrémité (16) côté articulation et une région d'extrémité (19) côté caisse.
  7. Arrangement d'articulation (1) selon la revendication 6,
    caractérisé en ce que le tube de déformation (8) est monté de manière à s'étendre en porte-à-faux librement en direction du palier d'articulation (30) par sa région d'extrémité (16) côté articulation d'une part et au moins indirectement sur la plaque de base (4) associée au deuxième bras d'articulation (20) et le deuxième bras d'articulation (20) présente, dans sa région d'extrémité côté caisse, une première section de palier (24) destinée à être montée au moins indirectement sur la plaque de base (4) et une section de guidage (28) disposée en aval à celui-ci en direction de la région d'extrémité, laquelle dépasse au moins en partie dans le tube de déformation (8) et repose sur la surface intérieure (9) du tuyau de déformation (8), une section d'élargissement étant prévue entre la section de palier (24) et la section de guidage (28), laquelle coopère avec la périphérie intérieure (9) du tube de déformation (8).
  8. Arrangement d'articulation (1) selon la revendication 7,
    caractérisé en ce que le tube de déformation (8) présente sur sa section d'extrémité (16) côté articulation une section pouvant être reliée ou serrée à la section de palier (24) du deuxième bras d'articulation (2), laquelle présente une section transversale supérieure en comparaison avec une section située plus loin en direction de la région d'extrémité (19) côté caisse du tube de déformation, le deuxième bras d'articulation (20) étant serré dans la région de sa section de palier (24) entre la plaque de base (4) et celle-ci plus loin en direction de la région d'extrémité (19) côté caisse du tube de déformation (8) et reposant dans la région de la section de guidage (28) sur la surface intérieure (9) de ladite section, située plus loin en direction de la région d'extrémité (19) côté caisse, du tube de déformation (8).
  9. Arrangement d'articulation (1) selon l'une des revendications 7 ou 8,
    caractérisé en ce que la section de palier (24) et la section de guidage (28) de la région d'extrémité (21) côté caisse du deuxième bras d'articulation (20) sont réalisées d'un seul bloc et la région de transition (29) entre la section de palier (24) et la section de guidage (28) est réalisée sur le bras d'articulation (20) en tant que section d'élargissement de manière conique en réalisant au moins une surface conique (33) destinée à coopérer avec la périphérie intérieure (9) du tube de déformation (8), ou
    la section de palier (24) et la section de guidage (28) de la région d'extrémité (21) côté caisse du deuxième bras d'articulation (20) sont réalisées d'un seul bloc et un anneau conique est prévu pour réaliser la section d'élargissement destinée à coopérer avec la périphérie intérieure (9) du tube de déformation (8), laquelle est reliée à la section de guidage (28) du deuxième bras d'articulation (20) tout en se raccordant à la section de palier (24).
  10. Arrangement d'articulation (1) selon l'une des revendications 7 ou 8,
    caractérisé en ce que la section de palier (24) et la section de guidage (28) de la région d'extrémité (21) côté caisse du deuxième bras d'articulation (20) sont réalisées par des composants séparés couplés les uns aux autres et disposés coaxialement les uns par rapport aux autres - un composant de palier réalisé d'un seul bloc avec la tête d'articulation (25) et un composant de guidage - et un anneau conique réalisant la section d'élargissement est prévu pour coopérer avec la périphérie intérieure (9) du tube de déformation (8), lequel est réalisé dans une première réalisation d'un seul bloc avec le composant de palier ou le composant de guidage ou est relié, dans une deuxième réalisation, à force ou par complémentarité de forme au composant de palier ou au composant de guidage.
  11. Arrangement d'articulation (1) selon l'une des revendications 7 à 10,
    caractérisé en ce que le deuxième bras d'articulation (20) est serré entre la plaque de base (4) et la section, située plus loin en direction de la région d'extrémité (19) côté caisse, du tube de déformation (8) sans jeu par l'intermédiaire de l'anneau conique ou de la surface conique.
  12. Arrangement d'articulation (1) selon l'une des revendications 7 à 11,
    caractérisé en ce que le deuxième bras d'articulation (20) est serré de telle manière entre la plaque de base (4) et le tube de déformation (8) et le tube de déformation (8) est conçu de telle manière qu'en cas de dépassement d'une charge de fonctionnement pouvant être fixée au préalable, le deuxième bras d'articulation (20) se déplace en direction de la région d'extrémité (19) côté caisse du tube de déformation (8) et déforme plastiquement au moyen de la section de déformation la section, située plus loin en direction de la région d'extrémité (19) côté caisse, du tube de déformation (8) en élargissant la section transversale.
  13. Arrangement d'articulation (1) selon la revendication 12,
    caractérisé en ce que le tube de déformation est coincé entre un élément annulaire coopérant avec la région d'extrémité côté caisse du large bras d'articulation, présentant une face conique en réalisant une section d'élargissement et une plaque frontale serrée à la plaque de base par des éléments de fixation.
  14. Arrangement d'articulation (1) selon l'une des revendications précédentes,
    caractérisé en ce qu'au moins une des plaques de base (2, 4) réalise ou présente une butée pour une région de surface lors de la réalisation d'un déplacement relatif des bras d'articulation (10, 20) reliés l'un à l'autre en cas de dépassement d'une charge de fonctionnement pouvant être fixée au préalable par rapport à la plaque de base (2, 4), laquelle butée est prévue soit
    a) sur le bras d'articulation (10, 20) monté dans celle-ci, soit
    b) sur le palier d'articulation (30), soit
    c) sur le bras d'articulation (10) relié de manière articulée au bras d'articulation (20) monté dans ladite plaque de base (4) dans une région entre la tête d'articulation (15) et la plaque de base (2).
  15. Arrangement d'articulation (1) selon l'une des revendications précédentes,
    caractérisé en ce que la première tête d'articulation (15) est réalisée comme une fourche d'articulation et la deuxième tête d'articulation (25) du palier d'articulation (30) est réalisée comme un œillet d'articulation.
EP23708173.2A 2022-02-21 2023-02-21 Ensemble d'articulation pour une liaison articulée de deux carrosseries de véhicule adjacentes d'un véhicule guidé Active EP4482724B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022104043 2022-02-21
PCT/EP2023/054278 WO2023156674A1 (fr) 2022-02-21 2023-02-21 Ensemble d'articulation pour une liaison articulée de deux carrosseries de véhicule adjacentes d'un véhicule guidé

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EP4482724A1 EP4482724A1 (fr) 2025-01-01
EP4482724B1 true EP4482724B1 (fr) 2025-11-05

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EP23708416.5A Pending EP4482725A1 (fr) 2022-02-21 2023-02-21 Ensemble d'articulation pour liaison articulée de deux carrosseries de véhicule adjacentes d'un véhicule ferroviaire

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US3399631A (en) * 1966-08-01 1968-09-03 Midland Ross Corp Articulated railway car
DE20121562U1 (de) 2001-09-17 2003-01-02 Scharfenbergkupplung GmbH & Co. KG, 38239 Salzgitter Gelenkanordnung
ATE242138T1 (de) * 2001-09-17 2003-06-15 Voith Turbo Scharfenberg Gmbh Gelenkanordnung
SE526057C2 (sv) * 2003-09-10 2005-06-21 Dellner Couplers Ab Rälsbunden vagn jämte länkanordning för permanent hopkoppling av två i en dylik vagn ingående chassin
PL1884434T3 (pl) 2006-07-31 2009-04-30 Voith Turbo Scharfenberg Gmbh & Co Kg Układ przegubu do przegubowego łączenia dwóch sąsiednich nadwozi wagonowych
EP1990251B1 (fr) * 2007-05-08 2009-07-22 Voith Patent GmbH Dispositif d'absorption d'énergie pour véhicules à éléments multiples
CN205034125U (zh) * 2015-07-24 2016-02-17 虎伯拉铰接系统（上海）有限公司 有轨车辆
DE102017114376A1 (de) * 2017-06-28 2019-01-03 Axtone S.A. Gelenkanordnung für ein Drehgestell umfassend zumindest ein Deformationselement und ein Verfahren zur Energieumwandlung
PL3837148T3 (pl) 2018-08-16 2022-11-28 Voith Patent Gmbh Układ przegubowy do przegubowego łączenia dwóch sąsiednich pudeł wagonu pojazdu prowadzonego po torze
DE102018119909A1 (de) * 2018-08-16 2020-02-20 Voith Patent Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges
EP3626573B1 (fr) 2018-09-21 2021-08-11 Bombardier Transportation GmbH Liaison structurelle entre deux sous-ensembles de véhicule ferroviaire et ensemble de véhicule ferroviaire associé

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WO2023156673A1 (fr) 2023-08-24
EP4482724A1 (fr) 2025-01-01
EP4482725A1 (fr) 2025-01-01
WO2023156674A1 (fr) 2023-08-24
DE102023104207A1 (de) 2023-08-24
DE102023104201A1 (de) 2023-08-24

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