WO2018041547A1

WO2018041547A1 - Laterally flexible single joint having approximately linear guiding by means of a shaft

Info

Publication number: WO2018041547A1
Application number: PCT/EP2017/069931
Authority: WO
Inventors: Werner URBANEK; Friedrich Vemmer
Original assignee: Siemens Aktiengesellschaft
Priority date: 2016-09-05
Filing date: 2017-08-07
Publication date: 2018-03-08
Also published as: DK3490869T3; EP3490869B1; RS63221B1; DE102016216719A1; EP3490869A1; CN211075896U

Abstract

The invention relates to a multi-part rail-borne articulated vehicle, in particular a rail vehicle, comprising a first and at least one further second carriage body (1, 2) which are coupled to one another via a first joint (3), wherein the first joint (3) is arranged between the first and the second carriage body (1, 2) and is suitably designed for carrying out a rotational movement of the first and the second carriage body (1, 2) about a vertical axis of the rail vehicle, and for transmitting driving and braking forces between the first and the second carriage body (1, 2), wherein the first joint (3) is connected to the first carriage body (1) via a shaft (4) and is rigidly connected to the second carriage body, wherein the shaft (4) is arranged below the first carriage body (1) on the first carriage body (1) such that it can rotate about an axis of rotation (7), which provides a rotation of the shaft (4) in a horizontal plane such that the first joint (3) can be moved transverse to the longitudinal axis of the first carriage body (1).

Description

description

Transverse soft single joint with approximate straight-line guide by drawbar

The invention relates to a multi-part, track-bound articulated vehicle, in particular a rail vehicle, with a first and at least one further, second car body, which are coupled together via a first joint, wherein the first joint between the first and the second car body arranged and at least for Execution of a rotational movement of the first and the second car body is designed to be suitable around a vertical axis of the rail vehicle and for transmitting drive and braking forces between the first and the second car body.

Articulated vehicles, in particular large-scale vehicles for passenger transport, of the type mentioned, such. B.

Rail vehicles of passenger transport or articulated buses are well known from the prior art.

When driving on narrow track gradients, the angle of deflection of the carriages of rail vehicles may reach their design limits. This applies in particular to low-floor vehicles in which the out-turn angle due to the low-floor

Design over the chassis are structurally limited or would lead to unacceptably narrow chassis passage widths. Distinguish here are so-called double articulated vehicles, such as known from DE 10 2010 040 840 AI, and multi-steering vehicles (eg from DE 94 09 044 Ul or EP 1 580 093 Bl known) of so-called single-joint vehicles (eg from DE 35 04 471 AI known) or also known as articulated trolley. While single-articulated vehicles have good dynamic handling characteristics over multi-articulated vehicles, they may be subject to further limitations on their ability to negotiate narrow-gauge tracks. Essential are because the number of joints, by means of which the car bodies are connected to each other, which are each supported on trolleys or bogies. The also built in low-floor execution classic bogie vehicles, which can be assembled by means of double joint or coupling to articulated vehicles, such as according to DE 195 43 183 AI, have with respect to driving on narrow track assignments similar restrictions as the individual articulated vehicles.

Also articulated vehicles may have multiple joints between the car bodies. For example, they have lower and upper joints. The lower joints are provided for coupling and transmission of the drive, braking and optionally weight forces between the car bodies. The upper joints are used to release or restrict pitch and / or roll between the car bodies. In a rolling motion, the car bodies twist each other. For unsteady or twisted upper joints, a variety of solutions are known, e.g. from DE 1 164 246 A. The upper joint of DE 1 164 246 A is not suitable for the transmission of drive and braking forces between the car bodies.

The lower joints are often designed as spherically movable joints and rigidly connected to the car bodies via brackets. These lower joints allow rotary movements of the car bodies around the vertical axis (z-axis) and - depending on the version - in principle also pitching movements as well

Rolling movements too.

Multi-articulated vehicles or double-articulated vehicles are suitable to drive narrow bow sequences without transition bends or with small radii of curvature, but the trolleys must be connected with a high Ausdrehsteifigkeit to the car bodies. Otherwise, the vehicles are prone to buckling and associated derailment under longitudinal forces. flow during braking and acceleration or in mountain operation. This leads to a significantly reduced ride comfort, a lower dynamic safety against derailment and increased wheel-rail wear. Another disadvantage of the multi-articulated vehicles compared to single-articulated vehicles is that the long litter modules lead to a very uneven axle load distribution over the vehicle, and thus very high axle loads on the middle chassis, and that the joints are subject to a high vertical load. The high number of joint areas and thus also car bodies leads to a less attractive interior and a high design effort.

DE 10 2010 040 840 A1 shows a vehicle with double steering. It is proposed to perform one of the double joint points nicksteif instead of a pitch coupling, so that there is a double joint with only one Nickfreiheitsgrad. In addition, a trailing arm can be arranged in the roof area. Alternatively, it is proposed to design a 3-part vehicle in such a way that in each case two unilaterally nick-stiff double joints are coupled to one another by means of a kinematic coupling in the roof area, so that the same pitch angle is established at both joints. Individual articulated vehicles, however, are only partially suitable,

Track harps with their short bows, narrow C- or S-bows, as they occur especially in the field of vehicle parking facilities to drive. In addition, individual articulated vehicles have an increased static clearance requirement for sheet access.

DE 10 2014 212 360 AI and DE 10 2014 226 695 AI disclose to solve the problem in each case an articulated vehicle with lower joint, which has an additional degree of transverse displacement degree of freedom.

The object of the invention is to provide an articulated vehicle for operation in the case of complex routing and lacking overpass. specify sheets with at the same time a small clearance requirement.

The object is achieved by the subject matter of independent claim 1. Further developments and refinements of

Invention can be found in the features of the dependent claims again.

A multi-part, track-bound articulated vehicle according to the invention, in particular a rail vehicle, hereinafter referred to simply as a "vehicle", comprises a first and at least one further, second vehicle body, which are coupled to one another via a first joint It is at least adapted to carry out a rotational movement of the first and second car bodies about a vertical axis of the vehicle, and the first joint is adapted to transmit driving and braking forces between the first and second car bodies For example, the first joint and its connection to the second car body, as well as the drawbar and the connection of the drawbar with the first car body may be designed to transmit support loads between the first and the second car body.

In addition, according to the invention, the first joint is connected to the first vehicle body via a drawbar and rigidly connected to the second vehicle body, wherein the drawbar is arranged underneath the first vehicle body such that it can rotate about an axis of rotation on the first vehicle body, which permits rotation of the drawbar in a horizontal plane, so that the first joint is movable transversely to the longitudinal axis of the first car body. In particular, the rotational movement of the drawbar about the axis of rotation is limited exclusively to the horizontal plane. The axis of rotation then runs vertically or in the direction or parallel to the vertical axis of the vehicle. The first joint is thus arranged movably to the first car body on the first car body and connected to the first car body, that the pivot point of the rotational movement of the first and second car body is movable about the vertical axis of the vehicle with a direction components transverse to the longitudinal axis of the first car body and thereby In addition to the rotary or pivoting movement about the vertical axis, movements, in particular displacements, of the first and the second car body relative to one another in the direction of the vehicle transverse axis are also possible.

The rotational movement of the car bodies about the vertical axis is also referred to as a pivoting movement and the first joint is designed correspondingly at least for the execution of pivotal movements of the first and the second car body to each other. For example, the first joint is designed as a pivot bearing, for example as a hinge joint, in order to allow rotational movements of the vehicle bodies around the vehicle's vertical axis when cornering. The pivot point of the rotational movement of the first and second car body about the vertical axis of the vehicle is in the vertical axis of the vehicle. The first joint may also be configured to perform a pitching motion of the first and second car bodies about a transverse axis of the vehicle and / or to perform a roll motion of the first and second car bodies about a longitudinal axis of the vehicle. The first joint is designed in particular as a spherical joint.

The vertical axis of the vehicle is vertical in a vehicle standing on a horizontal plane. A longitudinal axis of the vehicle and a transverse axis of the vehicle lie in a horizontal plane and are perpendicular to each other and of course orthogonal to the vertical axis. In this case, the longitudinal axis of the vehicle points in the direction of travel in a vehicle driving a curve-free straight path. Analog are the

Axes of a car body defined. They run in the described states of the vehicle parallel to the corresponding axes of the vehicle or coincide with these. A movement of the pivot point of the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle transversely to the longitudinal axis of the first car body thus has at least one direction component in the direction of the transverse axis of the first car body, which also in the guided movement along a circular path around the A rotation axis with a radius, given by the length of the drawbar, is present, although it is not a displacement of the pivot point parallel to or along the transverse axis of the first car body.

Joints are conventionally distinguished according to the type of relative movement and the number of degrees of freedom. If the first joint is designed as a simple hinge or hinge joint, or if the first joint is analogous to a ball joint or spherical joint, then a first joint body of the first joint is rotatably mounted about a joint axis in or on a second joint body of the first joint , For example, a ball head is rotatably mounted as a first joint body in a complementarily configured joint socket as a second joint body about a joint axis which runs coaxially through the ball head and through the joint socket. Then, the hinge axis of the first hinge and the vertical axis of the vehicle, around which the first and second car bodies are rotatably connected to each other via the first joint, coincide, the pivot point of the rotational movement of the first and second car bodies about the vertical axis of the vehicle in the Vertical axis lies. The vertical axis of the vehicle about which the rotational movement of the first and the second car body takes place and the joint axis of the first joint are congruent. The vertical axis usually leads through the first joint. A rotary joint usually has one degree of freedom, while a ball joint has three degrees of freedom.

Thus, the pivot point of the rotational movement of the first and the second car body around the vertical axis of the articulated vehicle To move transversely to the longitudinal axis of the first car body, the first joint is connected via the rotatable about the axis of rotation on the first car body mounted drawbar with the first car body. In particular, the first joint is rigidly connected to the drawbar. At the same time, the first joint is rigidly connected to the second car body. The first joint comprises at least two mutually movable joint parts, for example a joint socket and a ball head. At least one articulated part is then rigidly arranged on the second vehicle body so that no relative movement between the corresponding articulated part and the second vehicle body is made possible. The first joint is then firmly connected in the spatial directions along or parallel to the high, transverse and longitudinal direction of the vehicle to the second car body with the second car body. For example, the first joint is by means of a

Console attached to the second car body. Analogously, the other joint part is then immovably arranged on the drawbar. The hinge part, which is firmly connected to the drawbar, thus can only move in a horizontal plane.

A rigid connection can be made both by a positive, cohesive or material connection. For example, the joint parts with the corresponding connection partners, here so for example the second car body and / or the drawbar, screwed or welded.

As a drawbar usually a connecting rod between two vehicles is referred to pull a vehicle with the other. Here, the drawbar is used for the articulated connection of two car bodies of a vehicle.

According to one embodiment of the invention, the axis of rotation about which the drawbar below the first car body is rotatably mounted on the first car body, spaced from the second car body facing the end of the first car body, in particular at a distance of at least 1/2, in particular at least 2/3, in particular of at least 3/4, a length of the drawbar from the axis of rotation to the first th joint, in particular to the fulcrum of the rotational movement of the first and second car body around the vertical axis of the vehicle in the first joint. Developed both the first, and the second car body is supported in each case on at least one chassis or bogie, which is in particular arranged in each case centrally under the respective car body. Both car bodies are therefore supported on their own, especially on exactly one, trolleys or bogies. The vehicle according to the invention is thus further developed by a so-called single articulated vehicle. The vehicle may include two, three, four or more car bodies. If it is a so-called short-haul car, each car body is supported on one, in particular centrally under the car body bogie. As a short-haul car vehicles are referred to, in which per car part a bogie is needed. In these cars, the joint control usually completely eliminated, the joint is on the contrary automatically by the restoring forces of the secondary springs and there are also only small support loads to be transmitted from the first joint. The angle of rotation of the chassis or bogies of a vehicle according to the invention are usually limited. Nevertheless, the vehicle according to the invention is not a double-articulated vehicle. The rotation of the car bodies around the vertical axis takes place almost exclusively in the first joint. The rotational movement of the drawbar about the axis of rotation allows only the movement of the car bodies across each other. This is achieved in particular with the articulation of the drawbar deep below the first car body.

Essential is the mobility of the first and second car body to each other in the direction of the vehicle transverse axis. Here is to distinguish between the transverse mobility of the car bodies and rolling movements of the car bodies to each other. In movements of the first and the second car body in the direction of the vehicle transverse axis to each other, the high- Axes of the two car bodies vertically and thus parallel to each other. In rolling movements, however, the car bodies are free of a shift to each other, they only tilt and thus have their vertical axes at an angle greater than zero. Often, both vertical axes are no longer vertical in roll motions.

Rolling movements are made possible by a lower joint, which absorbs most of the forces occurring between the car bodies in the direction of the longitudinal, transverse and vertical axis of the vehicle and passes, and by an upper joint, which is arranged in the vehicle transverse direction movable on a car body. In comparison, the upper joint transmits few forces from one car body to the other. The lower joint is designed to allow rolling movements. In order to allow rolling and pitching movements, a spherical joint has proved to be a lower joint.

The transmission of drive and braking forces between a car body and the chassis or bogie on which the car body is supported, in particular a drive bogie, via a longitudinally rigid coupling of the bogie to the car body. Between two adjacent and mutually coupled via a joint car bodies, the transmission of drive and braking forces, which in

Longitudinal direction of the vehicle, by means of the joint. If a lower and an upper joint are provided, the driving and braking forces, and possibly also supporting loads, are often transmitted by means of the lower joint. It is dimensioned accordingly.

The first joint of the invention serves for the transmission of drive and braking forces, and possibly also the transmission of support loads, and is therefore designed and advantageously arranged in the lower region of the car bodies between the first and the second car body, in particular between the respective bogies or bogies on which the car bodies are propped up. The first Steering is thus assigned to neither of the two car bodies and arranged spaced from both.

According to a further development of the invention, the first joint is arranged below a wagon transition between the first and the second wagon body. The wagon crossing is used for the passage of persons between the first and the second car body. As already stated above, the vehicle according to the invention can be designed as a low-floor vehicle, in particular as a low-floor rail vehicle of local passenger traffic. The low-floor portion is preferably at least 80%, in particular it is a so-called 100% low-floor rail vehicle. The first joint can also be located in the low-floor area. It is then arranged in particular below a low-floor car transition between the first and the second car body, which is then a so-called lower joint. The articulated vehicle can furthermore also have an upper joint between the first and the second vehicle body. There are many forms of training the upper joint conceivable. In order to block a degree of pitching freedom of the first and the second car body to each other, for example, a coupling rod can be inserted in the upper region of the car body. In addition, the pan, pitch and / or roll mobility of the first and the second car body to each other, for example by means of suitably trained and arranged end stops, be limited. A low-floor car transition has a low-floor floor in the vehicle interior for the passage of passengers from the first to the second car body and vice versa.

The floor in the area of a carriage transition between the first and the second car body is formed further as a joint floor, which has a gap extending transversely to the longitudinal axis of the first car body between a first and a further, second floor part of the joint carcass. floor, wherein the first and the second floor part along the gap are slidably mounted to each other. In this case, the first floor part can be assigned to the first car body and connected thereto or stored on it. Similarly, then the second floor part could be assigned to the second car body and connected to this or stored on this. The gap can also be called transverse displacement gap. A movement of the first car body with a direction component transverse to the second car body is imaged in the interior of the vehicle along this transverse displacement gap. An alternative to the transverse displacement gap is a lamellar floor or another elastic floor covering. Such floors permit a transverse movement of the vehicle bodies relative to each other without displacement of components in the interior of the vehicle.

Above the first joint may be provided a turntable. The transverse displacement gap in the joint floor can then be moved as far as possible in the direction of the turntable in order to reduce the gaping gaps between a bellows trapezoid and the joint floor. Longitudinal displacements can also be recorded to a slight extent with the transverse displacement gap. In contrast to the usual single articulated vehicles, which do not allow a transverse displacement of the carbody undercarriages and chassis of adjacent car bodies relative to each other, the articulated arrangements according to the invention enable a transverse movement of the car body underframes and chassis of adjacent car bodies to one another. Since the pivoting movement of the two car bodies are made possible about the vertical axis by the first joint and the transverse movement of the car bodies to each other by means of

Tiller is made possible, it is the inventive vehicle, as already stated above, but not a double-jointed vehicle, but rather a modified single-jointed vehicle. Further developed, the first joint is suitably designed for the transmission of support loads between the first and the second car body. Support loads act in particular in the direction of the vertical axis and thus in the vertical direction. Support loads must be taken in particular if a car body itself is not supported on a chassis or bogie or the center of gravity positions of the car bodies deviate in a single-articulated vehicle from the bogie centers. They thus result mainly from the weight forces of the car bodies. As already explained above, the connections of the first joint to the first and to the second car body are dimensioned accordingly and also otherwise suitable. For this purpose, the drawbar can be developed further supported in the vertical direction on the first car body. In particular, the drawbar by a breakthrough in the first car body, in particular by a breakthrough in an end cross member of the first car body, out and in the vertical direction, in particular down and up, are supported by this.

Additionally or alternatively, the connection of the drawbar with the car body serves to support the drawbar in the vertical direction. For this purpose, the connection of the drawbar with the car body may be dimensioned such that the axis of rotation is vertical - ie in the direction of the vertical axis of the first car body or the vehicle - and a movement of the drawbar, in particular a rotational movement of the drawbar about the axis of rotation, exclusively in the Horizontal plane allowed.

For vertical support and thus for transmitting vertical forces, the drawbar can be supported in the opening by means of a sliding pairing or by means of support rollers upwards and / or downwards. This serves in particular to reduce friction losses. Support rollers are arranged in particular on the side of the drawbar, which can roll on a correspondingly suitable surface of the opening. To- complementary and aligned sliding surfaces can be arranged on both sides.

The breakthrough is in particular between the axis of rotation and the first joint and thus seen from the axis of rotation in the direction of the second carriage body facing the end of the first car body. The breakthrough is located in particular in the region of the second car body facing the end of the first car body.

As sliding pairings are e.g. Teflon - polished stainless steel, polyamide - ground hardened steel or hard-hard pairings, e.g. conceivable with Hartmanganplatten. As support rollers, so-called. Support or cam rollers are preferably provided, which consist of a rolling bearing with a thick-walled outer ring and spherical surface of the outer ring.

A small clearance should be provided between the support roller and the upper and / or lower track in order to enable a low-friction kinematic unrolling. Optionally, separate support rollers can be provided for the support upwards and / or downwards. About support rollers with eccentric then a backlash-free adjustment is possible.

In order to prevent jamming of the roller guides, e.g. through small ones

To prevent pebbles on the track, scrapers can be provided in front of the support rollers. By guiding the drawbar in the breakthrough, or by means of a vertical guidance of the drawbar by further arranged with a small clearance to the drawbar breakthroughs, a shortening of the Euler buckling length of the drawbar is still achieved. Compared to longitudinal compressive forces, for example, from crash load cases, the drawbar is to be dimensioned against buckling as an Euler buckling bar. Since the drawbar is inserted into the carbody base, the drawbar up and / or down through the car body base with a limited play. This results in a drastically shortened buckling length according to Euler, whereby the drawbar can be dimensioned considerably lighter. Further developed is a ratio of a distance from the opening, in particular for the vertical support of the drawbar through the opening, to the axis of rotation to the distance of the first joint to the axis of rotation at least 1/2, in particular at least 2/3, in particular at least 3/4.

Otherwise, the drawbar would be rotatable only about a vertical axis of the rail vehicle. The drawbar would be below the first car body connected to the first car body, that it allows only the execution of a rotary or pivotal movement of the drawbar about the axis of rotation parallel to the vertical axis of the rail vehicle, for example via a hinge joint.

According to a further embodiment of the invention, the drawbar, in particular elastically, is arranged on the first vehicle body or connected therewith so that the axis of rotation can be deflected from a rest position in the longitudinal direction of the first vehicle body, at least in the direction of a

Pressure force on the first joint, which acts in the direction of the first car body. Thus, the entire drawbar, at least in narrow, predetermined limits, with a directional component in the longitudinal direction of the first car body movably mounted on the first car body. The rest position is determined in a power-free rest state of the vehicle. In this state of rest, the vehicle is on a horizontal, curve-free and straight route. Apart from the own weight forces no further external forces act on the vehicle or its components. The axis of rotation lies in particular on the vehicle longitudinal axis.

A compressive force acts with a pointing from the first joint to the first car body direction component. On the other hand, if the drawbar experiences a tensile force acting on the first joint, then the drawbar is stretched seen from the axis of rotation in the direction of the second car body.

Further developed, the drawbar is arranged by means of an elastic drawbar bearing on the first car body. This is designed to allow the above-mentioned deflection of the rotation axis from the rest position parallel to the longitudinal direction of the vehicle in a direction pointing from the first joint to the first carriage body direction.

The elastic drawbar bearing can be attached directly to the first car body, in particular to the shell of the first car body. Developed is the axis of rotation in its rest position adjacent to an end stop, which prevents movement of the axis of rotation parallel to the longitudinal direction of the vehicle in a direction facing the end of the first car body direction, which faces the second car body. Acts on the first joint thus a tensile force, the axis of rotation is therefore not deflected. Further developed, the elastic drawbar bearing comprises a spring element, which acts a bias toward the end of the first car body, which faces the second car body acts. If the lug as deflected by a compressive force from the rest position, which counteracts the spring force of the spring element, which leads to a provision of the rotational axis in the rest position at a pressure force freedom. To limit the movement of the axis of rotation in the longitudinal direction of the vehicle can also be provided on both sides in each case at least one end stop.

To increase the Ausknicksteifigkeit the vehicle body, the drawbar may additionally have a projection, for example in the form of a bent collar, which with a rigidly arranged on the first car body and complementary to the projection formed stop, for example in the form of a ner arcuate gate, cooperates in the way that at a deflection of the axis of rotation out of its rest position, and thus at least in a direction pointing from the first joint to the first carriage body direction parallel to the longitudinal direction of the vehicle, the projection comes to rest on the stop and forces, in particular Starting from the first joint pressure forces acting in the direction of the axis of rotation, are introduced via the voltage applied to the stop projection of the drawbar in the first car body. The projection resting against the stop acts as a "kink brake" via the resulting frictional forces.

The projection is advantageously formed with a directional component perpendicular to a longitudinal axis of the drawbar. He can only be designed as a pin or, for example, as a curved collar. The stop may have a complementary contour for improved guidance. It can then also be arcuate, in particular with a radius corresponding to the distance from the axis of rotation, be formed.

The stop complementary to the projection is advantageously arranged in the region of the opening, which in turn is preferably arranged in the region of the end of the first car body facing the second car body. Further formed edges of the aperture act as a stop to at least pressure forces acting on the drawbar from the first joint and acting in the direction of the axis of rotation record. However, it can also be provided on both sides guidance of the projection, so that it can also come to rest against the system and tensile forces can be initiated starting from the first joint in the first car body.

In the rest position of the axis of rotation, the projection to the stop on a predetermined, in particular adjustable distance. The elastic drawbar bearing and / or the distance between the projection and the stop in the rest position of the rotation axis can be designed such that the maximum deflection of the rotation axis does not exceed a value of 20 mm, in particular a value of 10 mm. For example, the distance between the end stops is at most 20 mm, in particular at most 10 mm. In particular, the elastic drawbar bearings and the distance between the projection to stop in the rest position of the axis of rotation are coordinated accordingly. The stop acts as an end stop of the elastic drawbar bearing opposite stop to limit the movement of the drawbar with a directional component in the longitudinal direction of the vehicle. Analogous to the vertical support of the drawbar by the

Breakthrough here form the projection and the stop an active surface pair, in particular a Gleitflächenpaar. Alternatively, the drawbar could also have at least one roller that can come to rest on the stop and can roll on the stop at a transverse movement of the first joint or a rotational movement of the drawbar about the axis of rotation. As a result, the stabilization of the carbody chain against lateral buckling largely eliminated, while the drawbar continues to have a significantly reduced Euler buckling length. The roller could be mounted on the projection and have a vertical roller axis. It would then form a rolling friction pair with the stop. However, a sliding surface pair with increased sliding friction is preferred.

Now act longitudinal pressure forces on the joint, which can potentially lead to buckling, then shifts the drawbar in the elastically mounted axis of rotation, so that the distance between the projection and stop is overcome and the projection comes to rest on the stop. The majority of the longitudinal compressive force is thus supported on the stop and generates here a frictional force, which in this case counteracts high longitudinal forces of a further transverse movement and thus buckling. Due to the large longitudinal distance between the stop and the axis of rotation, the frictional force causes a very high stabilizing moment, which avoids buckling tendencies. gene acts. At a low longitudinal force level, however, the transverse mobility is possible without hindrance. Another advantage is that high longitudinal compressive forces, for example from crash load cases, no longer have to be routed through the long drawbar, but are forwarded directly into the bodyshell via the stop. This opens up further lightweight potentials through a significant shortening of the Eulerian

Bend length. Further developed is a ratio of a distance from the projection to the axis of rotation to the distance of the first joint to the axis of rotation at least 1/2, in particular at least 2/3, in particular at least 3/4. A further development of the invention provides

that the rotational mobility of the drawbar about the axis of rotation is limited by transverse stops. For example, rubber buffers are arranged as transverse stops at the ends of the opening, which act in the direction of the drawbar. Further developed is the distance between the transverse stops to each other or the distance of each transverse stop to the vehicle longitudinal axis adjustable. For example, shims or washers are mountable under the transverse stops to adjust the maximum path of transverse mobility.

Furthermore, the rotational mobility of the drawbar about the axis of rotation can be influenced by at least one element with resilient and / or damping effect. A resilient element, also called reset element, in particular at least one spring, could also cause a provision of the drawbar in a central position. It is designed to apply a predetermined force greater than zero to the drawbar in a predetermined direction, which counteracts a rotational movement of the drawbar about the axis of rotation from a predetermined central position. The return element with a spring effect thus also serves for a centering of the first joint. Likewise, the drawbar bearing could be a Reibdrehhemmung for influencing the rotational mobility of the drawbar about the axis of rotation exhibit. In the predetermined center position, the car bodies are free from a transverse displacement to one another, the longitudinal axis of the first car body and the longitudinal axis of the second car body coincide. The first joint is in the predetermined rest position, in particular on a longitudinal axis of the first car body of the articulated vehicle. In the predetermined rest position, the first joint is free of external forces, in particular transversely to the longitudinal axis of the first car body. The force of the restoring element generally acts with at least one directional component transversely to the longitudinal axis of the first vehicle body towards the central position. The at least one direction component transverse to the longitudinal axis of the first car body of the force of the return element has a predetermined amount greater than zero.

A movement of the pivot point of the rotational movement of the first and second car body about the vertical axis of the articulated vehicle from the rest position transversely to the longitudinal axis of the first car body is thus only possible if the predetermined force which transverse to the longitudinal axis of the first car body to the rest position of the pivot point of the rotational movement of the first and the second car body acts around the vertical axis of the articulated vehicle and is applied by the return element, is exceeded.

According to a further development, the predetermined force is greater than a friction torque in the first joint, which counteracts the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle.

According to a further development, the predetermined force is in a predetermined ratio to the turn-off angle and / or the removal torque of a chassis of the first

and / or the second car body. The predetermined force may also be more generally in a predetermined relationship to the Ausdrehwinkel or to the removal torque of one or more trolleys under the car bodies, which require the transverse mobility in tight arc sequences stand. The predetermined force is applied in particular mechanically, for example by means of a spring, electrically, for example by means of an electric motor, or pneumatically or in particular hydraulically. The return element is further developed corresponding to the first car body arranged and / or connected to this and directly or indirectly with the

Drawbar connected. As already stated, the articulated vehicle may comprise at least one damper element which at least one rotational movement of the drawbar about the axis of rotation and thus a movement of the pivot point of the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle transverse to the longitudinal axis of the first car body from a predetermined Resting quietly out.

In a further development, the damper element dampens any movement of the first articulation transverse to the longitudinal axis of the first vehicle body, be it out of the rest position or out of a deflected position into the rest position. In the sense of aligning the body chain, it makes sense to dampen the movement back to the rest position weaker. In a further development, it is provided that the

Rotational mobility of the drawbar can be blocked about the axis of rotation, for example by means of a bolt which is guided by a vertical bore in the drawbar and by a complementary bore in the first car body. The degree of freedom of transverse mobility can be e.g. by a bolt which is inserted through a hole in the drawbar and in the Wagenkasten- base frame in a simple way block. Alternatively, a blockage of the drawbar is e.g. also by a respective bolt left and right of the drawbar or by means of a clamp possible, which is pivoted about the drawbar.

The transversal mobility of the fulcrum of the first joint is particularly in bottlenecks of the route network, eg depots, Wendeschleifen or with changes in curvature with a narrow clearance, released. When recovering the vehicle by towing or pushing, however, the rotational mobility of the drawbar is blocked. Another possibility is to measure the force on the blocking device in the blocked state and to output a signal when a predetermined threshold value is exceeded, in particular to the driver of the articulated vehicle, or to limit the driving forces of the articulated vehicle, in order to prevent a risk of buckling by

Constraints in the track induced tracking forces, limit.

In addition to the blocking device, the vehicle may also comprise an adjusting device for moving the drawbar about the axis of rotation and thus for moving the first joint and thus the pivot point of the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle with a direction component transverse to the longitudinal axis of the first Car body and thereby moving the first and the second car box each other in the direction of the vehicle transverse axis. Fürderhin the articulated vehicle may comprise a control device for actively driving the adjusting device, for example, depending on a Ausdrehwinkels of a chassis of the first and / or the second car body. Thus, when exceeding a predetermined threshold for a turnout angle of the chassis or bogie of the first

and / or the second car body a proportional displacement of the car bodies to each other in the transverse direction of the first car body to be completed.

The adjusting device applies a predetermined force analogous to the restoring element. It is developed accordingly designed and arranged on the first car body. The predetermined force is applied in particular mechanically, for example by means of a spring, electrically, for example by means of an electric motor, or pneumatically or in particular hydraulically. The adjusting device and the return element are trained identically. The control device may then serve to actively control the return element.

The maximum angle of rotation of the first joint during a rotational movement of the first and the second car body about the vertical axis of the articulated vehicle is further developed at least 25 °, in particular at least 35 °. The maximum angle of rotation is the maximum possible angle of rotation permitted by the first joint. The first joint is structurally designed so as not to exceed the maximum angle of rotation, for example by means of end stops. These end stops can also be arranged directly between the mutually facing ends of the first and second car body. In addition to the small space requirement, the invention additionally has the advantage of uniform axle load distribution and low joint loads.

To limit the rotational movement of the first and the second car body about the vertical axis of the articulated vehicle end stops may be arranged on the first and / or on the second car body beyond. The end stops are in particular designed to be complementary to one another and aligned, for example, the end stops are arranged directly between the mutually facing ends of the first and second car body. To distinguish them from the other attacks, they can also be referred to as Ausdrehanschläge.

Further developed, the drawbar can comprise an integrated shock-absorbing element.

Advantages of the invention are in particular the use of proven, simple and inexpensive components, instead of special components from the machine tool industry such as a heavy duty linear guide or a cross roller bearing.

This can be done a very favorable vertical support. Due to the longitudinal distance between the axis of rotation below the th car body and the first joint as a matter of fact

Pivoting moments are supported in the form of a pair of forces (for example from single-rail operations). By the big one

Longitudinal spacing results in significantly reduced forces. This allows a weight reduction in the car body shell.

The great length of the pitching moment support further reduces the influence of unavoidable play on the vertical dynamics of the vehicle body and increases the stiffness of the vehicle

Nick-dive.

The drawbar can be fitted into the existing space between the two longitudinal members of the body of the vehicle body of the first car body, whereby over a Gelenkgetrie- arrangement a significant improvement in ground clearance is achieved.

Due to the fact that the pitching moment support takes place away from the first joint, an increased ground clearance is made possible at this location, which is decisive for ground clearance in crests.

Due to the length of the drawbar, the forced longitudinal displacement with transverse displacement of the coach bodies relative to one another is relatively low, which considerably simplifies the design of the low-floor articulated floor. This also results in a considerably greater safety of the vehicle body against buckling (longitudinal compressive forces are transmitted in the direction of the drawbar, and thus approximately in the direction of the vehicle longitudinal axis, so that hardly a Ausknickmoment to the landing gear arises).

By providing the articulated brake (projection of the drawbar and complementary stop on the first car body), the buckling safety of the drawbar can be additionally increased.

A blockade of the transverse displacement degree of freedom (eg for the towing vehicle) is structurally simple to implement. Gegebe- If necessary, the blockade for the towing operation due to the buckling brake can be omitted.

Along the relatively long drawbar, a transverse damper can be accommodated easily and inexpensively in the undercarriage. The version with sliding guide is inexpensive and allows it to provide a friction damping. A version with support rollers is also based on low-cost standard components and allows a very low-friction execution of the transverse mobility of the first joint.

Further developed, the first joint is configured and arranged between the first and the second car body, that a ratio of the distances of the rotation of the rotation of the first and the second car body about the vertical axis of the vehicle to the first and the second car body at an interval of 0.25 to 4, especially at an interval of 0.8 to 1.25. Preferably, the first joint is arranged centrally between the first and the second car body.

The distances of the pivot point are dimensioned to a front side of the respective car body with which the car body ends. Any attachments, such as a console, with which the first joint is connected to the second car body, are not part of the car body. Conventional car bodies include longitudinal, vertical and transverse beams which surround an interior of the car body. The front end of a car body is defined by the outer skin of the car body, which is still intended for wrapping the interior of the car body.

According to a further development, the vehicle has at least one further, third car body, which is coupled to the second car body via a second joint, wherein the second joint disposed between the second and the third car body and at least for performing a rotational movement of the second and the third Car body around a vertical axis of the vehicle and for the transmission of drive and Braking forces between the second and the third car body is designed to be suitable. The second joint can also be designed to transmit supporting loads between the second and the third car body. The second joint is also movably connected to the second carriage body in such a way that the pivot point of the rotational movement of the second and third car bodies is movable about the vertical axis of the vehicle transversely to the longitudinal axis of the second car body and thereby in addition to the rotational or pivotal movement about the vertical axis Also movements, in particular shifts, of the second and third car body each other in the direction of the vehicle transverse axis allows. The second joint has the same function between the second and third carbody as the first joint between the first and second carbody. It can also be designed identically. The connection of the second joint to the third car body causes the analogous technical effect and can be designed equally. Thus, all embodiments relating to the first joint, the drawbar and its articulation on the first car box are transferable.

Further developed, the vehicle may comprise a coupling device, which is designed such that a movement of the first joint transverse to the first cheek box by a first amount to a movement of the second joint transverse to the third car body by a predetermined, dependent on the first amount second amount leads.

The drawbar may have a length of over 2 m and allow a transverse mobility of the first joint of +/- 250 mm. The vertical support can be done via a support roller on the left and right of the drawbar.

The invention allows numerous embodiments. It will be explained in more detail with reference to the following figure, in which

Embodiment example is shown. In the figure, the invention is shown schematically. Depicted is the underside of a first car body 1 of a rail vehicle. A second car body 2 is coupled via a first joint 3 with the first car body 1. The first joint 3 is arranged centrally between the end 21 of the first and the end 22 of the second car body 1 and 2. It is at least adapted to perform a rotational movement of the first and the second car body 1 and 2 about a vertical axis of the rail vehicle and for transmitting drive and braking forces between the first and the second car body 1 and 2 suitably. The vertical axis 5 is perpendicular to the plane of the drawing.

The first joint 3 is rigidly connected via a bracket 6 with the second car body 2 and a drawbar 4 with the first car body 1. Here, a first joint part or a first joint body of the first joint 3 is rigidly connected to drawbar 4, wherein a second Joint part or a second joint body of the first joint 3 with the second car body 2 is rigidly connected.

The drawbar 4 extends below the first car body 1. It is rotatably arranged about a rotation axis 7 on the first car body 1, which rotation axis 7 permits rotation of the drawbar 4 in a horizontal plane. Here, the rotation axis 7 is parallel to the vertical axis 5. When turning the drawbar 4 in the horizontal plane about a rotation axis 7, the first joint 3 performs a movement with a direction component transverse to the longitudinal axis of the first car body 1. Thus, the second car body 2 relative to the first car body 1 in the transverse direction of the first car body 1 movable.

The axis of rotation 7 is articulated elastically under the first car body 1 in the longitudinal direction. For this purpose, the drawbar 4 is over an elastic drawbar 8 connected to the first car body 1. The drawbar bearing 8 comprises in this embodiment a rigidly fixed to the first car body 1, stable housing 16 for receiving and initiating the connection forces in the first car body 1, another joint 9, in particular a hinge joint, which rotates the drawbar 4 about the axis of rotation 7 allows a console 10 and a return element 11. In addition to the console 10, the further joint 9 is also rigidly connected to the drawbar 4. The return member 11, for example, a spring, is mounted between the housing 16 and console 11 and is biased in a direction which is directed against the end of the first car body 21.

A force F _D , which is indicated by an arrow, acts parallel to the longitudinal direction of the vehicle in the direction of the axis of rotation 7 on the first joint 3, causes the deflection of the return element 11 and thus the deflection of the axis of rotation 7 from its rest position in the arrow direction.

In the rest position, an air gap 12 between end stops of the housing 16 and a stop plate 17, which forms a base of the console 10, zero. The stop plate 17 abuts against the end stops of the housing 16. As a result, tensile forces are transmitted from the drawbar 4.

As an opposite stop 14, and thus for the transmission of sufficiently large compressive forces on the drawbar 4, near the first joint 3 a stop-gate with an adjustable game on the first car body 1 is provided. It is part of the car body undercarriage, in particular a cover plate 23 for connecting the two longitudinal beams 18 of the first car body 1 and for transmitting compressive forces in the two long girder 18. The stop gate 14 is thus rigid on the first car body 1. The drawbar 4 is led through a breakthrough in the car body base. The attack scenery 14 will be located near the breakthrough the surfaces, in particular by the adjoining the breakthrough or breakthrough limiting surfaces of the car body base formed. It is here arcuate. Your opposite is a collar as a projection 13 from the drawbar 4 off or molded onto it. The collar 13 is in turn rigidly connected to the drawbar 4 and sufficiently dimensioned for power transmission. The collar 13 is complementary to the stop gate 14 also formed arcuate. Between collar 13 and stop gate 14 there is still an air gap 15 here.

However, the force F _D can cause a deflection of the return element 11 and a deflection of the rotation axis 7 from its rest position in the arrow direction until the abutment of the collar 13 on the stop gate 14. Collar 13 and stop gate 14 cooperate in such a way that the pressure force F _{D is passed} into the first car body 1.

The opposing surfaces of the collar 13 and the stop gate 14, which can come to rest against each other, are as friction surface pair with a predetermined

Frictional value formed. This can also lead to a rotational movement of the drawbar 4 is difficult to the rotation axis 7 under abutment of the collar 13 on the stop gate 14.

In order to also absorb tensile forces on the drawbar, starting from the first joint and acting in the direction of the axis of rotation, a further stop can be provided opposite the stop gate 14, which is not shown here, so that the collar 13 is also opposite to the abutment on first car body 1 could come and tensile forces in the first car body 1 could be initiated. The collar 13 would thus be guided on both sides. The distances of the stop gate 14 to the axis of rotation 7 and the axis of rotation 5 of the first joint 3 to the stop gate 14 are at least equal. Preferably, the distance of the stop gate 14 to the axis of rotation 7 is greater than the distance of Fulcrum 5 of the first joint 3 to the stop gate 14. Thus, the buckling length of the drawbar 4 is significantly reduced. In addition, the breakthrough also serves for the vertical support of the drawbar 4 and for the transmission of vertical forces, in particular weight forces, in particular load differences, between the car bodies 1 and 2. Vertical forces are again perpendicular to the drawing plane.

The drawbar is supported to the surfaces of the opening, for example by means of support rollers up and / or down. As a result, the friction is negligible. Alternatively, mutually complementary and mutually aligned sliding surfaces can be arranged on both sides.

Otherwise, the first joint 3 and the drawbar 4, and in particular the elastic drawbar bearing 8 including the other joint 9 are dimensioned about the axis of rotation 7 such that vertical load differences between the first and the second car body 1 and 2 are transferable.

For aligning the drawbar 4 in the central position and thus in the vehicle longitudinal axis here a spring 19 and a damper 20 are provided.

Claims

claims

A rail vehicle having a first and at least one further, second vehicle body (1, 2) which are coupled to one another via a first joint (3), wherein the first joint (3) is arranged between the first and the second vehicle body (1, 2). arranged and at least for performing a rotational movement of the first and the second car body (1, 2) around a vertical axis of the rail vehicle and for transmitting drive and braking forces between the first and the second car body (1, 2) is suitably formed by in that the first joint (3) is connected via a drawbar (4) to the first vehicle body (1) and rigidly to the second vehicle body (2), the drawbar (4) below the first vehicle body (1) about an axis of rotation (7) is rotatably disposed on the first car body (1), which allows rotation of the drawbar (4) in a horizontal plane, so that the first joint (3) with a direction components transverse to the longitudinal axis of the first car body (1) be is wegbar.

2. Rail vehicle according to claim 1, characterized in that the first car body (1) and the second car genkasten (2) are each supported on at least one chassis.

3. Rail vehicle according to one of claims 1 or 2, characterized in that the rail vehicle is a low-floor rail vehicle, wherein the first joint

(3) is arranged below a low-floor car transition between the first and the second car body (2).

4. Rail vehicle according to one of claims 1 to 3, characterized in that the drawbar (4) is guided by an opening in the first car body (1) and supported in the vertical direction. Rail vehicle according to claim 4, characterized in that the drawbar (4) in the breakthrough by means of a sliding pair or by means of support rollers upwards

and / or supported at the bottom.

Rail vehicle according to one of claims 4 or 5, characterized in that a ratio of a distance from the opening to the axis of rotation (7) to the distance of the first joint (3) to the axis of rotation (7) is at least 1/2.

Rail vehicle according to one of claims 1 to 6, characterized in that the drawbar (4) is arranged on the first carriage body (1) such that the rotational axis (7) can be deflected out of a rest position in the longitudinal direction of the vehicle.

Rail vehicle according to Claim 7, characterized in that the drawbar (4) has a projection (13) which interacts with a stop (14) arranged rigidly on the first carriage body (1) in such a way that, during a deflection of the rotary axle (7). from its rest position, at least in a direction pointing from the first joint (3) to the first carriage body (1) parallel to the longitudinal direction of the vehicle, the projection

(13) comes to rest on the stop (14) and forces acting in the direction pointing from the first joint (3) to the first carriage body (1) parallel to the longitudinal direction of the vehicle on the drawbar (4) on the stop

(14) adjacent projection (13) are introduced from the drawbar (4) in the first car body (1).

Rail vehicle according to claim 8, characterized in that a ratio of a distance from the projection (13) to the axis of rotation (7) to the distance of the first joint (3) to the axis of rotation (7) is at least 1/2.