WO2008151976A1 - Véhicule à caisses articulées - Google Patents

Véhicule à caisses articulées Download PDF

Info

Publication number
WO2008151976A1
WO2008151976A1 PCT/EP2008/056950 EP2008056950W WO2008151976A1 WO 2008151976 A1 WO2008151976 A1 WO 2008151976A1 EP 2008056950 W EP2008056950 W EP 2008056950W WO 2008151976 A1 WO2008151976 A1 WO 2008151976A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
car body
car
chassis
vehicle according
Prior art date
Application number
PCT/EP2008/056950
Other languages
German (de)
English (en)
Inventor
Bernd Müller
Rainer Kochte
Jörg Blüthgen
Original Assignee
Bombardier Transportation 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 Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Priority to EP08760529.1A priority Critical patent/EP2167362B1/fr
Priority to ES08760529T priority patent/ES2787228T3/es
Publication of WO2008151976A1 publication Critical patent/WO2008151976A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
    • 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 vehicle, in particular a rail vehicle, with a first car body, a second car body and a chassis, wherein the chassis is arranged in the region of the adjacent ends of the two car bodies, the first car body and the second car body in the region of their adjacent Ends are at least pivotally connected about a pivot axis extending in the direction of the vertical axis of the vehicle and the first car body is pivotally connected via a first hinge means about a running in the direction of the vertical axis of the vehicle first pivot axis with the chassis and supported on the chassis.
  • adjacent car bodies are based on a common so-called Jacobs bogie.
  • Jacobs bogie For the support and articulation of the car bodies on the rotary part often two-stage slewing rings or separate or common pivot pins are used, as described for example in WO 03/011670 A1.
  • the known vehicles with turntables do not allow rolling movements between the two car bodies, so on the one hand when passing through twisted track sections high torsional loads in the joints and car bodies arise.
  • Car bodies to the bogie not only the load introduced from the bogie in the car body (drive, braking and centrifugal forces) must take over, but also record and transmit the possibly significantly higher longitudinal compressive forces between the car bodies.
  • the present invention is therefore based on the object to provide a vehicle of the type mentioned above, which does not have the disadvantages mentioned above or at least to a lesser extent and in particular allows a simpler construction of the chassis connection and the car bodies themselves.
  • the present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that one achieves a simpler construction of the chassis connection and the car bodies themselves, if one dissolves the integral in a unit car body connection and chassis connection, so that only one of the two car bodies is connected via a hinge device directly to the chassis, while the two car bodies are connected to each other via a separate further joint device.
  • a separate further joint device then one of the car bodies is first supported on the other car body, before the structure of the introduction then only the support forces in the chassis, while the longitudinal forces between the car bodies directly on the car bodies and not on the support on the chassis to run.
  • connection of the car bodies and the connection of the chassis has the advantage that the connection of the chassis in a conventional manner, for example, as for a final landing gear (on which only a car body is supported) can take place. Accordingly, the same components as for the connection of the other chassis of the vehicle can be used for this chassis connection.
  • the unit, the car body is hinged directly to the chassis, possibly driving dynamics as a conventional car unit with two end bogies are considered, which ultimately simplifies their interpretation.
  • connection between the two car bodies thanks to the functional separation of the chassis connection can be designed in a simple manner so that rolling movements between the two car bodies are made possible. This reduces the torsional loads on the car bodies (eg when driving through twisted track sections), so that they can also be made simpler.
  • the invention therefore relates to a vehicle, in particular a rail vehicle, with a first car body, a second car body and a chassis, wherein the chassis in the region of the adjacent ends of the two Car bodies is arranged and the first car body and the second car body are pivotally connected in the region of their adjacent ends at least about a pivot axis extending in the direction of the vertical axis of the vehicle.
  • the first car body is pivotally connected via a first hinge device about a running in the direction of the vertical axis of the vehicle first pivot axis with the chassis and supported on the chassis.
  • the second car body is pivotally connected via a second hinge means about a running in the direction of the vertical axis of the vehicle second pivot axis with the first car body and supported on the first car body.
  • the first pivot axis and the second pivot axis can basically be arranged in any suitable manner to each other.
  • these two pivot axes are aligned parallel to each other, wherein they may optionally also have a certain distance from each other.
  • Pivot axis in the resting state of the vehicle to each other are substantially collinear, since in this case, the connection between the two car bodies and the connection of the chassis can be considered kinematically as a single joint.
  • the first joint device and the second joint device can basically be arranged in any suitable manner with respect to each other.
  • a configuration that is particularly easy to implement results when the second articulation device is arranged in the direction of the vehicle vertical axis above the first articulated direction.
  • the supporting forces acting on the support of the second car body can be taken up in a particularly simple manner by the first car body and introduced into the chassis via the first joint device.
  • the first hinge device can be designed in a particularly simple manner.
  • it can be designed as the joint device for a conventional final landing gear, so that within the vehicle optionally the same type of joint device can be used for all chassis connections, under certain circumstances even identical components can be used for this purpose.
  • the first hinge device is formed in the manner of a turntable or a pivot joint, as in a sufficient manner z. B. is known for final landing gears.
  • the second hinge device allows rolling movements between the two car bodies, in order to achieve a reduction of the torsional load of the car bodies when passing through twisted track section, it is therefore preferably provided that the second hinge device is designed such that it allows a roll movement between the first car body and the second car body about a vehicle longitudinal axis parallel to the roll axis.
  • Such rolling movements between the car bodies can be achieved via a number of joint designs.
  • the second hinge device is designed in the manner of a ball joint.
  • the second hinge device preferably comprises a spherical projection arranged on one of the two car bodies and seated in an associated spherical socket which is fastened to the other of the two car bodies.
  • the support of rolling movements of the second car body with respect to the first car body may optionally take place exclusively at the other end of the second car body remote from the second joint device, for example via a support on a conventional end gear.
  • a separate support via a corresponding (preferably via corresponding convection elements on the second car body coupled) secondary suspension on the chassis associated with the second articulation can be done.
  • these rolling movements are supported via the first carriage body, since this makes it possible to achieve a particularly simple design with minimized torsional loading of the second vehicle body.
  • This support of the rolling movements of the second car body with respect to the first car body can take place via the second joint device.
  • the two car bodies are connected via an acting in the direction of the vehicle transverse axis connecting means, wherein the connecting means is spaced in the direction of the vehicle vertical axis of the second hinge means to so easy to apply corresponding such rolling movements supporting forces can.
  • an attenuation of the rolling movements between the two car bodies preferably takes place in that the connecting device comprises a damping device acting in the direction of the vehicle transverse axis.
  • the present invention can be used in conjunction with any desired
  • Implement landing gear may be at the assigned in two car bodies chassis to a Einzelachsfahrtechnik.
  • the chassis Preferably, the chassis, however, designed in the manner of a bogie.
  • the bogie has a secondary suspension supported on a bogie frame cradle and the first hinge device is attached to the cradle.
  • Figure 1 is a schematic side view of part of a preferred embodiment of the vehicle according to the invention.
  • Figure 2 is a schematic perspective view of a part of the vehicle of FIG.
  • FIG. 3 shows a section through the detail D of Figure 1 along the line IH-III of Figure 2;
  • FIG. 4 shows a section through part of a further preferred embodiment of the vehicle according to the invention.
  • a first preferred embodiment of the vehicle according to the invention in the form of a multi-unit rail vehicle 101 will be described below with reference to FIGS. 1 to 3.
  • the vehicle 101 has a vehicle longitudinal axis 101.1, a vehicle axle 101.2 and a vehicle transverse axis 101.3.
  • the vehicle 101 comprises a chassis in the form of a Jacobs bogie 102, a first car body 103 and a second car body 104, whose adjacent ends are associated with the bogie 102.
  • the first vehicle body 103 is pivotally connected to the bogie 102 via a first articulation device in the form of a turntable 105 about a first pivot axis 105.1 and supported on the bogie 102 on the bogie 102 on the bogie 102 in the direction of the vehicle's vertical axis 101.2.
  • the first pivot axis 105.1 runs substantially parallel to the vehicle's vertical axis 101.1.
  • the turntable 105 is fixed to a cradle 102.1 of the bogie 102, which is supported on the bogie frame 102.3 of the bogie 102 via a secondary suspension 102.2.
  • the turntable 105 is attached to a first carrier 103.1 of the first car body 103 for this purpose.
  • the first car body 103 and the second car body 104 are connected via a second hinge device in the form of a ball joint 106.
  • the ball joint 106 is arranged in the direction of the vehicle vertical axis 101.2 above the turntable 105, so that it is easily accessible and the connection between the first car body 103 and the second car body 104 is to be produced in a simple manner.
  • the ball joint 106 are in the first car body 103 and the second car body 104 on the one hand pivotally connected to each other about a second pivot axis 106.1.
  • the second pivot axis 106.1 again runs essentially parallel to the vehicle vertical axis 101.1 and is arranged collinear with the first pivot axis 105.1. This is advantageous from a driving dynamics point of view since the connection between the two car bodies 103, 104 and their connection to the bogie 102 can be kinematically regarded as a single joint.
  • the second car body 104 is supported in the direction of the vehicle vertical axis 101.2 via the ball joint 106 on the first car body 103, whose structure then initiates the support forces resulting from the support of the second car body 104 via the turntable 105 into the bogie 102.
  • the ball joint 106 comprises a spherical projection 106.1 and a corresponding counterpart in the form of a spherical socket pan 106.2.
  • the spherical projection 106. 1 is arranged on a second carrier 104. 1 of the second vehicle body 104.
  • the projection 106.1 is inserted from above into the socket pan 106.2, which in turn is fastened to the first support 103.1 of the first car body 103.
  • the conventional unit-integrated connection of the car bodies and landing gear applications is resolved. Rather, according to the invention, only the first car body 103 is connected via the turntable 105 directly to the bogie 102, while the two car bodies 103, 104 are interconnected via the separate ball joint 106.
  • the ball joint 106 also allows rolling movements between the two car bodies 103, 104 about a parallel to the vehicle longitudinal axis 101.1 roll axis. This reduces the torsional loads of the car bodies 103, 104, z. B. when passing through twisted track sections, so that the car bodies 103, 104 can be made simpler.
  • Rolling movements of the first car body 103 relative to the bogie 102 are supported inter alia via the turntable 105 and the cradle 102.1.
  • the connecting device 107 is arranged in the roof area of the vehicle 101 and thus above the ball joint 106, so that favorable leverage ratios for the support the rolling movements between the two car bodies 103, 104 are present.
  • the connecting device 107 is for this purpose in the roof area via a first console 107.1 articulated to the first car body 103 and a second console 107.2 on the second car body 104.
  • the connecting device 107 comprises a damping device acting in the direction of the vehicle transverse axis 101.3 in the form of a damper 107.3, which damps the rolling movements between the first vehicle body 103 and the second vehicle body 104 in an advantageous manner.
  • a damping device acting in the direction of the vehicle transverse axis 101.3 in the form of a damper 107.3, which damps the rolling movements between the first vehicle body 103 and the second vehicle body 104 in an advantageous manner.
  • FIG. 4 shows a view of the vehicle 201 which corresponds to the view of the vehicle 101 from FIG.
  • the vehicle 201 corresponds in its basic design and operation of the vehicle 101, so that only the differences should be discussed. Accordingly, in FIG. 4, identical components are the same
  • the first articulation device is designed as a pivot joint 205, whose pivot pin 205.2 is fastened to the first carrier 103.1 of the first vehicle body 103 and in a corresponding recess in FIG the cradle 202.1 of the bogie 102 is seated. All other components of the vehicle 201 are identical to the Components of the vehicle 101, so that reference is made in this regard only to the above statements.
  • the pivot joint 205 may be designed in a conventional manner. In particular, it may be designed as this in a sufficient manner z. B. is known for final landing gears. If appropriate, the pivot pin can be designed identically to the other pivots of the vehicle 201, so that identical components can advantageously be used for the articulation of all bogies of the vehicle 201, if appropriate.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Vehicle Body Suspensions (AREA)
  • Pivots And Pivotal Connections (AREA)

Abstract

La présente invention concerne un véhicule, notamment un véhicule ferroviaire, comprenant une première caisse (103), une seconde caisse (104) et un train de roulement (102). Le train de roulement (102) est placé dans la région des extrémités voisines des deux caisses (103, 104), et la première caisse (103) et la seconde caisse (104) sont reliées de manière à pouvoir pivoter au moins autour d'un axe de pivot (106.1) qui s'étend dans la direction de l'axe vertical (101.2) du véhicule (101) dans la région de leurs extrémités voisines. La première caisse (103) est reliée au train de roulement (102) par l'intermédiaire d'un premier dispositif d'articulation (105; 205), de manière à pouvoir pivoter autour d'un premier axe de pivot (105.1) qui s'étend dans la direction de l'axe vertical (101.2) du véhicule (101; 201), et elle s'appuie sur le train de roulement (102). La seconde caisse (104) est reliée à la première caisse (103) par l'intermédiaire d'un second dispositif d'articulation (106), de manière à pouvoir pivoter autour d'un second axe de pivot (106.1) qui s'étend dans la direction de l'axe vertical (101.2) du véhicule (101; 201), et elle s'appuie sur la première caisse (103).
PCT/EP2008/056950 2007-06-12 2008-06-05 Véhicule à caisses articulées WO2008151976A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP08760529.1A EP2167362B1 (fr) 2007-06-12 2008-06-05 Véhicule à caisses articulées
ES08760529T ES2787228T3 (es) 2007-06-12 2008-06-05 Vehículo con carrocerías de vagón conectadas de forma articulada

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007027592.9 2007-06-12
DE102007027592A DE102007027592A1 (de) 2007-06-12 2007-06-12 Fahrzeug mit gelenkig verbundenen Wagenkästen

Publications (1)

Publication Number Publication Date
WO2008151976A1 true WO2008151976A1 (fr) 2008-12-18

Family

ID=39671706

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/056950 WO2008151976A1 (fr) 2007-06-12 2008-06-05 Véhicule à caisses articulées

Country Status (4)

Country Link
EP (1) EP2167362B1 (fr)
DE (1) DE102007027592A1 (fr)
ES (1) ES2787228T3 (fr)
WO (1) WO2008151976A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107097805A (zh) * 2017-06-23 2017-08-29 成都运达创新科技集团有限公司 专用于跨座式单轨列车厢之间的连接装置
EP4063228A1 (fr) 2021-03-26 2022-09-28 Siemens Mobility GmbH Véhicule ferroviaire pourvu de dispositif de liaison

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009017041B4 (de) * 2009-04-09 2014-11-20 Sigmund Geggerle Teilbares, zwei Wagenenden abstützendes Drehgestell für Schienenfahrzeuge
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
IT202000004174A1 (it) 2020-02-14 2021-08-14 Luigi Ventura Struttura innovativa per modulo di testata casse movibile

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1105445B (de) * 1958-03-27 1961-04-27 Kloeckner Humboldt Deutz Ag Einstellvorrichtung fuer ein zwischen zwei Wagen angeordnetes, einem Durchgang dienendes Mittelportal, insbesondere fuer Eisenbahnpersonenwagen
CH444903A (de) * 1966-08-22 1967-10-15 Schweiz Wagons Aufzuegefab Schienen-Gelenkfahrzeug
US5105955A (en) * 1990-05-08 1992-04-21 Westinghouse Air Brake Company Spherical connector apparatus in an articulated slackless-type coupler arrangement used in a railway application
US5520295A (en) * 1994-07-18 1996-05-28 Hansen Inc. Articulated rail car connector
US5560503A (en) * 1993-12-13 1996-10-01 Westinghouse Air Brake Co. Lubricating apparatus for articulated coupling arrangement

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2030481A1 (fr) * 1970-06-20 1971-12-30
DE10136462A1 (de) 2001-07-26 2003-02-13 Siemens Ag Gelenkige Verbindungseinrichtung zwischen benachbarten Wagenkästen eines Schienenfahrzeuges, insbesondere für den Personenverkehr

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1105445B (de) * 1958-03-27 1961-04-27 Kloeckner Humboldt Deutz Ag Einstellvorrichtung fuer ein zwischen zwei Wagen angeordnetes, einem Durchgang dienendes Mittelportal, insbesondere fuer Eisenbahnpersonenwagen
CH444903A (de) * 1966-08-22 1967-10-15 Schweiz Wagons Aufzuegefab Schienen-Gelenkfahrzeug
US5105955A (en) * 1990-05-08 1992-04-21 Westinghouse Air Brake Company Spherical connector apparatus in an articulated slackless-type coupler arrangement used in a railway application
US5560503A (en) * 1993-12-13 1996-10-01 Westinghouse Air Brake Co. Lubricating apparatus for articulated coupling arrangement
US5520295A (en) * 1994-07-18 1996-05-28 Hansen Inc. Articulated rail car connector

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107097805A (zh) * 2017-06-23 2017-08-29 成都运达创新科技集团有限公司 专用于跨座式单轨列车厢之间的连接装置
EP4063228A1 (fr) 2021-03-26 2022-09-28 Siemens Mobility GmbH Véhicule ferroviaire pourvu de dispositif de liaison
DE102021203059A1 (de) 2021-03-26 2022-09-29 Siemens Mobility GmbH Schienenfahrzeug mit Verbindungseinrichtung

Also Published As

Publication number Publication date
DE102007027592A1 (de) 2008-12-18
EP2167362B1 (fr) 2020-03-11
EP2167362A1 (fr) 2010-03-31
ES2787228T3 (es) 2020-10-15

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