EP1237771A1 - Fahrzeugsegment für ein schienengebundenes gliederfahrzeug - Google Patents
Fahrzeugsegment für ein schienengebundenes gliederfahrzeugInfo
- Publication number
- EP1237771A1 EP1237771A1 EP00972873A EP00972873A EP1237771A1 EP 1237771 A1 EP1237771 A1 EP 1237771A1 EP 00972873 A EP00972873 A EP 00972873A EP 00972873 A EP00972873 A EP 00972873A EP 1237771 A1 EP1237771 A1 EP 1237771A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- jacket
- support frame
- articulated
- vehicle segment
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G5/00—Couplings for special purposes not otherwise provided for
- B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
Definitions
- the invention relates to a vehicle segment for a rail-bound articulated vehicle, with a support frame on at least one pair of wheels and with a tubular jacket in cross section on the support frame, which encloses internals of the vehicle segment, the longitudinal axis of the jacket running in the direction of travel.
- Such a vehicle segment is known from DE-42 13 948 A1.
- This document discloses a articulated vehicle in which adjacent Jakobs-type vehicle segments are mounted on a common, two-axle bogie. The articulated coupling of the vehicle segments takes place in the floor area via an intermediate piece inserted between the segments.
- One vehicle segment can be rotated about a vertical axis with the aid of cantilevered arms mounted on the intermediate piece, and the other in a similar construction about a horizontal axis running transversely to the longitudinal axis.
- the forces which occur during relative movements of adjacent vehicle segments act in a concentrated manner on the bearing points of the cantilever arms on the intermediate piece.
- both the vertical loads of the car bodies are directed to the bogie via the articulated connection and the driving and braking forces acting in the longitudinal direction are transmitted between the vehicle segments via the articulated connection.
- These diverse, wear-prone loads on the articulation between vehicle segments require a correspondingly stable, complex construction and extensive control and maintenance work.
- vehicle segments designed in this way can only be coupled and separated by complicated methods.
- the object of the invention is therefore to develop a vehicle segment of the type mentioned at the beginning for a rail-bound articulated vehicle in such a way that the disadvantages mentioned do not occur.
- the jacket can be rigidly coupled to the jacket of an adjacent vehicle segment and has at least one articulated jacket section which has a predetermined length in the direction of the longitudinal axis.
- the jacket can be rigidly coupled to the jacket of an adjacent segment, the connection between vehicle segments is freed from essential joint functions. This means that the jacket on its longitudinal ends for rigid coupling to a respective neighboring vehicle segment is formed. The rigid coupling is achieved with the aid of coupling elements.
- the articulation required for the operation of the vehicle segment in a rail vehicle composed of several vehicle segments is integrated in the vehicle segment according to the invention in the jacket of the vehicle segment itself by an articulated jacket section which has a predetermined length in the direction of the longitudinal axis.
- Coupled vehicle segments according to the invention therefore form an articulated unit, comparable to a hose, for example, in which stiff longitudinal sections alternating in directions transverse to its longitudinal axis follow one another.
- This unit is characterized by a hitherto unknown level of articulation for rail-bound vehicle groups, which can be predetermined precisely in terms of construction, for example by the respective longitudinal extent of the articulated jacket section of the individual vehicle segments.
- the known concept of discreet and in each case articulated elements arranged between vehicle segments with a connection and mobility function is replaced by a deformability of rigidly interconnected coats that extend largely homogeneously over the length of the vehicle.
- the vehicle segment according to the invention can contain a plurality of articulated jacket sections spaced in the longitudinal direction in order to achieve a high degree of homogeneity of the articulation and at the same time provide a plurality of rigid jacket sections which can have openings for windows and doors, for example.
- a vehicle assembly composed of vehicle segments according to the invention forms a configuration that is particularly aerodynamically favorable for rail vehicles because no distance between the shells of adjacent vehicle segments is required.
- a link vehicle composed of segments according to the invention can be designed as a closed tube, from which only the wheel pairs of the vehicle segments protrude downward. In contrast to known articulated vehicles, the transition between coupled vehicle segments is completely imperceptible from the outside. In this respect is suitable the vehicle segment according to the invention in particular for use in high-speed trains.
- Another advantage of the vehicle segment according to the invention is that, due to the rigid coupling of the jackets of adjacent segments, a particularly simple connection technique can be used, in which the jackets are connected and disconnected quickly.
- the articulated jacket section of the vehicle segment according to the invention is fundamentally different from a bellows device between adjacent vehicle segments. Rather, it is structurally an integral, stability-giving component of the jacket, which is designed in particular for directing braking and acceleration forces in the longitudinal direction of the vehicle segment.
- the articulated jacket section is essentially stiff in the longitudinal direction.
- the articulated jacket section is also the carrier of essential joint functions of the vehicle segment and can be significantly involved in the alignment of the vehicle segment to the track.
- the deformability of the articulated longitudinal sections is preferably elastic in order to support return movements towards an elongated vehicle shape.
- the entire shell of the vehicle segment according to the invention can also be referred to as a shell to clarify its stability.
- it fulfills a protective function for the interior against external forces and environmental influences, as is known from the shells of common vehicle segments.
- the vehicle segment has an essentially uniform jacket cross section over the entire length of the vehicle segment.
- the interior of the vehicle segment according to the invention that is available for use is maximized in this way. Limitations of the cross-section, which are common in the known vehicle segments, are completely eliminated. Coupled vehicle segments of this embodiment have a uniform interior with a cross-sectional profile that remains the same over the entire length of the vehicle assembly.
- the design of the interior in accordance with the intended use is not restricted by taking into account structural conditions, such as occur in known vehicle segments, for example at transitions between segments or in the joint area.
- there is the economic advantage that a jacket of such a uniform shape is simple to manufacture and therefore inexpensive.
- the articulated jacket section is elastically deformable with respect to forces (or force components) acting transversely to the longitudinal axis. Such forces occur when driving through bends. Due to the elastic design of the articulated jacket section, restoring forces are generated when it is deformed, which stretch the jacket back into its longitudinal orientation when the force is reduced. The articulated jacket section is therefore actively involved in the alignment of the vehicle segment.
- the support of the longitudinally stretched orientation has the further advantage that the vehicle segment is stabilized against driving dynamic impulses which act transversely to the longitudinal direction - often high-frequency.
- the elasticity of the articulated jacket section depends on the direction. In the longitudinal direction, the modulus of elasticity is so large that its deformation is not hindered when driving through track bends and track sinks and crests.
- An Ab- Estimation of the required changes in length when driving through such a curve shows that the jacket of the vehicle segment with an assumed longitudinal extension of 4 m and a transverse extension of 3.30 m is stretched on the outside by almost 3 cm and also compressed on the inside by just under 3 cm.
- the expansion or compression of the articulated jacket section in the direction of the longitudinal axis is slight due to the driving or braking forces occurring during the journey.
- This low elasticity in the longitudinal direction prevents the drive or braking forces from being undesirably “consumed” by expansion or compression of the articulated section of the sleeve or from the vehicle segment being excited to longitudinal vibrations which are superimposed on the movement in the direction of travel.
- the anisotropic elasticity ensures that the shape of the vehicle is evenly stretched or curved, depending on the current course of the road.
- An elastic or inelastic deformability of the articulated jacket section in the longitudinal direction which is effective in the case of an extremely large, impact-like force action in the longitudinal direction, can be provided.
- the kinetic impulse of an impact is first converted into a deformation of the articulated sections of the fuselage.
- These can also contain special energy consumption elements that are irreversibly deformed when forces occur above certain limits. In this way, a part of the force acting on the vehicle segment is reduced by deformation work in the event of a frontal collision. Since the vehicle segments according to the invention are rigidly coupled, lateral kinking at the connection point in the event of a collision is fundamentally unlikely.
- the continuous hull of a articulated train formed from vehicle segments according to the invention offers significantly improved protection against climbing or buckling of adjacent segments in the event of a collision compared to conventional vehicle chains.
- the modulus of elasticity transverse to the longitudinal direction is so in the articulated jacket section designed so that the traversing of bends as well as track tops and sinks is made possible. For high-speed traffic, curves with a minimum radius of 250 m must be taken into account.
- the directional dependency of the elasticity module is further differentiated in that the elastic deformability of the articulated jacket section is less with regard to forces directed perpendicular to the track plane than with regard to forces directed parallel to the track plane. This limits unnecessary freedom of movement.
- track domes and depressions have a larger radius than track arches.
- the articulated jacket section can be twisted elastically about the longitudinal axis in order to allow the vehicle assembly to nestle against a canting ramp on track arches.
- the jacket and the articulated jacket section are preferably constructed from a plurality of material layers.
- Such a multilayer structure has the advantage that the properties of the jacket and the articulated section can be precisely predetermined in many ways. Different layers can perform different functions. For example, the mechanical and electrical shielding to the outside can be accomplished by a metal skin, thermal insulation by an underlying layer, etc.
- Suitable component of the articulated jacket section is a material formed from linear polyurethane elastomers, which is also characterized by a relatively high modulus of elasticity with very high long-term stability under constantly changing loads.
- the low density of the materials mentioned is advantageous. It allows the casing to be made lighter in comparison to the prior art and thus retards the wear on wheels and rails due to a lower axle load.
- Metal-based, lightweight constructions of the elastic metal segment are also possible, for example using aluminum.
- a preferred embodiment of the invention has a jacket formed in one piece.
- the one-piece design is characterized in particular by the fact that it requires little maintenance. Using standardized manufacturing processes, such coats can be economically manufactured in large quantities.
- rigid and elastic sections can be formed seamlessly in succession in the longitudinal direction by integrating stiffening or defined-elastic structural elements between different elastic shells of the jacket which follow one another in the radial direction.
- the winding technique also allows sandwich-like, one-piece hull structures to be produced with stiffened and elastic longitudinal sections.
- a further embodiment of the invention provides controllable actuators for generating forces which bring about an elastic curvature or extension of the articulated jacket section, in which the longitudinal axis of the jacket is curved or stretched.
- the focus is not on the reactive deformation of the articulated jacket sections due to the guiding forces transmitted from the pair of wheels via the supporting frame. Rather, the deformation of the articulated jacket sections can be actively and predictively controlled with the help of the actuators. Steering forces can even be transmitted from the jacket to the pair of wheels via the support frame.
- Such active steering of a vehicle assembly from the jacket serves to optimize the alignment of the wheel pair to the track and thus to substantially reduce the guidance forces.
- the predictive control can be carried out on the basis of a measurement of forces and geometrical quantities in the foremost vehicle segment of a vehicle association which is continuously continued during the journey.
- the immediate evaluation of these measurement data is followed by the generation of control signals which are sent to the following vehicle segments and there cause the actuators to perform a steering movement of the respective articulated jacket section with a pre-calculated steering force and a time delay.
- the control signals can also be generated on the basis of previously determined and stored roadway data and further, currently measured parameters such as the speed and mass of the vehicle segments.
- Such active steering not only significantly reduces wear on wheels and rails.
- driving comfort is increased, since the forward-looking, active alignment of the wheel pair from the jacket does not occur abruptly, in contrast to a passive alignment of the vehicle segment in response to current tracking forces between the wheel pair and rails.
- the calming of the vehicle running achieved in this way can also be used to increase the maximum speed of a vehicle group.
- the actuators are integrated in the jacket.
- they are protected from environmental influences and, on the other hand, they can give the articulated jacket section stability as structural components. This is particularly advantageous when the articulated jacket section is formed from elastic material.
- the actuators can be carried out mechanically, for example.
- Mechanical actuators for similar purposes are known.
- experience from aircraft construction can be used, where for the deformation of the profile of the trailing edge of landing flaps integrated and curved in one plane, approximately horn-shaped actuators are used.
- Such actuators can be integrated into the jacket of the vehicle segment. You stand with inward and outward facing coat layers in contact. By rotating the actuators about their respective longitudinal axes out of the plane of curvature, the articulated jacket section can be curved or stretched in a defined manner.
- fluid operated actuators can also be used.
- the experience of aircraft construction can be used to develop adaptive wing profiles.
- double-acting, fluid-operated actuators can be integrated into the jacket of the vehicle segment, which are available on the market under the name "pneumatic muscle” as a further development of the contraction hose.
- pneumatic muscle When their internal pressure changes, they generate a tensile or compressive force acting in the axial direction.
- such actuators are operated on opposite sides of the jacket in the opposite direction.
- piezoelectric actuators are used.
- Known materials for example in the form of piezoceramic strips in contact with a cladding layer, can be used here. These deform depending on the amount and polarity of an electrical control voltage applied to them.
- the advantage of such a design of the actuators lies in their direct electrical controllability, which entails significant simplifications. Compared to fluid-operated actuators, there is no need for a comprehensive line and pressure regulation system for a fluid.
- the jacket of the vehicle segment has at least one window or door opening for travel and is rigid over the longitudinal extent of this opening. This means that conventional window and door constructions can be used without affecting the flexibility of the casing. If the jacket has several openings distributed over its longitudinal extension of the jacket, articulated jacket sections can be provided between these openings. The jacket can be made windowless for freight transport. Such a jacket can be articulated over large parts of its longitudinal extent.
- the support frame is preferably made rigid.
- the supporting frame takes over all supporting functions. Support and joint functions are therefore separated and taken over by different assemblies.
- the articulated jacket section is not additionally subjected to vertical loads.
- the jacket is relieved and can be designed to be self-supporting.
- the rigid support frame has at least one trough-shaped section which, viewed in cross section, is arranged approximately in the center of the support frame.
- This trough is preferably provided with a cover for the production of a continuous floor and can be used to hold units and equipment of vehicle technology.
- the relatively small distance between the bottom of the hull and the top edge of the rail provides a low center of gravity for the fuselage that is favorable in terms of driving dynamics.
- the rigid design of the support frame does not constitute a significant impairment of the articulation of the vehicle segment or of a vehicle assembly composed of such vehicle segments.
- the jacket is attached to the support frame in such a way that its mobility relative to the support frame is not impaired.
- a distance is provided in particular between the inside of the jacket and the transverse side of the support frame.
- adjacent support frames are coupled to one another in such a way that they can carry out all the relative movements that occur due to the tracking.
- This new articulation concept for a vehicle association thus includes, on the one hand, the relative movement of adjacent support frames in a form known per se.
- these relative movements are directly at the junctures of the vehicle segments decoupled from the jacket, which behaves stiffly here and rather reacts to the guidance forces with its articulated jacket section in another area of its longitudinal extent.
- the coupling of the wheel pair and the jacket to the support frame is of great importance.
- Means for damping transverse movements between the support frame and the pair of wheels are preferably provided.
- the wheels of the pair of wheels are fastened to the support frame such that a straight line connecting the center points of the wheels is always in an axis plane of the vehicle segment which is transverse to the direction of travel.
- tracking forces are transmitted directly from the pair of wheels to the support frame, which consequently is always aligned parallel to the current running direction of the pair of wheels.
- the axis of the wheel pair is therefore always radially aligned in track arches.
- the pair of wheels is arranged on a longitudinal end of the support frame.
- each support frame can be supported at both ends in a vehicle assembly, as a result of which pitching movements of adjacent segments against one another are avoided from the outset.
- the jacket only has to be rigid at its longitudinal ends.
- the casing has a first rigid longitudinal section which is rigidly coupled to the support frame in the longitudinal direction and in directions perpendicular to the straight line connecting the center points of the wheels.
- the first rigid longitudinal section is preferably in the region the axis plane arranged.
- the jacket can have a first rigid longitudinal section outside the axis plane. In both cases, the jacket is rigidly coupled to the support frame in this first rigid longitudinal section in the longitudinal direction and in directions perpendicular to the straight line connecting the center points of the wheels.
- the coupling is furthermore carried out in such a way that the slight torsional movements to be expected are opposed to only slight resistance.
- the casing is preferably attached to the support frame in the region of the first rigid longitudinal section on both transverse sides of the support frame.
- Corresponding coupling elements are preferably arranged in the first rigid longitudinal section. They can also be attached to its longitudinal edges.
- the casing in this area like the entire support frame itself - is always aligned parallel to the current running direction of the wheel pair.
- the rigid axis plane section therefore transmits the tracking forces directed from the track to the support frame into the jacket for the deformation of the articulated jacket section.
- the articulated sections of the rigidly coupled jackets are deformed in accordance with the orientation, which adjacent first rigid longitudinal sections have relative to one another. If one considers such a rail vehicle as a whole, the bogies with the supporting frames and the first rigid longitudinal longitudinal sections of the vehicle segments form a functional unit, to a certain extent a "vehicle skeleton", which during the journey corresponds to the current track course determines the shape of the rail vehicle.
- the jacket has a second rigid longitudinal section, in which the jacket is coupled to the support frame in an elastically resettable manner in directions parallel and transverse to the longitudinal direction. Due to this coupling, the support frame and casing can perform movements relative to one another in track arches essentially limited to a plane parallel to the track. Excepted from this mobility, however, is the first rigid longitudinal section (for example the axial plane section) of the casing which is fastened to the support frame with the first connecting element and which, because of its fastening to the support frame described above, immediately follows its movements. Vertical relative movements between the jacket and the support frame are largely suppressed in the second stiff longitudinal section. In this way, an undesired pitching movement of the support frame is prevented. This means only a slight load on the jacket compared to known designs.
- a second rigid longitudinal section is provided at each of the two longitudinal ends of the vehicle segment, in which this coupling between the jacket and the support frame is realized.
- Connecting elements for producing the different types of coupling between the jacket and the support frame in the first and second rigid longitudinal sections are preferably each in the form of rubber-metal elements. On the one hand, this creates a frequently changing load compared to a stable connection between the jacket and the support frame. On the other hand, the jacket is insulated against vibrations and vibrations of the supporting frame.
- the support frame can preferably be elastically coupled to the support frames of adjacent vehicle segments.
- the supporting frames can be moved largely independently of one another.
- Each support frame is based on the concept of the "vehicle skeleton" described in the previous paragraph according to the current direction of travel "of" his pair of wheels.
- the support frame of the respective vehicle segment also moves relative to the jacket, but not where it is attached to the jacket in the area of a rigid jacket section using the first connecting elements (cf. above).
- the coupling of the support frames described in a vehicle assembly can form a closed, coherent inner floor that extends inside the rail vehicle over its entire length.
- loads can be stored and transported on this floor.
- a further embodiment of the invention provides for the support frame to be divided into two rigid longitudinal sections which are coupled to one another and which are movable relative to one another essentially as the support frames of adjacent vehicle segments.
- Each section of the support frame is based on a pair of wheels.
- the wheel pairs can be arranged in the center or at one end of the support frame sections, as in a rigid support frame.
- the jacket has at least one articulated jacket section in the area of the longitudinal extent of each support frame section and is stiff in the area of the axial planes and the longitudinal ends of the support frame sections.
- the vehicle segment has a longitudinal Extension of less than 10 meters.
- a link vehicle formed by coupling such segments is characterized by a very high adaptation to the track course. This opens up the possibility of using the available light space on the track - taking into account the driving dynamics influences - to broaden the segments in order to achieve a higher usable area and greater room comfort.
- the small span between adjacent pairs of wheels associated with the small longitudinal extent of the vehicle segments further reduces the load per pair of wheels, since the load is distributed over a large number of support points. This allows a reduction in the design effort, in particular for the supporting frame, combined with additional lightening gains.
- the vehicle segments preferably have a longitudinal extension of only 3 to 5 meters.
- An articulated vehicle composed of such vehicle segments forms a largely homogeneously elastic tube, which is aligned parallel to the track at any location. In particular, the lateral projection over the track is constant over the entire longitudinal extent of the rail vehicle, even in track arches.
- the rigid coupling between the jackets of adjacent vehicle segments takes place by means of a flange connection, a zipper connection or a piping connection.
- connection techniques can also be used in combination. They are characterized by a homogeneous distribution of the forces directed in the longitudinal direction of the articulated vehicle over the jacket cross section perpendicular to the longitudinal axis.
- the flow of power is not diverted between the vehicle segments as in known articulated vehicles in articulated devices.
- the omission of such devices in the connection area of the vehicle segments allows a particularly simple and light construction, in particular of the support frame.
- rail vehicles according to the concept according to the invention are ideally suited for operation at high speeds of up to 350 km / h.
- This inner floor is preferably arranged at a distance above the supporting frame, supported on the supporting frame with the aid of supporting elements and extends over the entire length of a fuselage segment.
- the coat is not strained.
- Seats, tables or other furnishings can be attached to the inner floor.
- the support elements are preferably used at the same time for the suspension of the inner floor and are designed to be correspondingly elastic - for example as fluid-operated spring elements - and possibly provided with dampers.
- the inner floor in this embodiment is elastically attached to the segment jacket with the aid of a sealing lip.
- the inner floor can be designed as a tub that extends laterally to the lower edge of the window. A restriction of the mobility of the segment jacket is avoided by an elastic coupling of the side walls of the "tub" with the jacket.
- the cavity extending between the inner floor and the support frame can be used for the arrangement of supply lines. Cooling air for wheel bearings and machine units and fresh air for air conditioning can be supplied through the space between the underside of the supporting frame and the inside of the jacket running underneath.
- spring elements are provided for supporting the inner floor near the lateral ends of the inner floor, each with the same distance from the center of the transverse extent of the segment, and are connected to a control device via adjusting elements.
- the spring elements are pretensioned in such a way that the inner floor is adjusted by a corresponding to the vehicle speed and the bend angle. the certain angle is inclined towards the inside of the arch.
- the adjustable inclination angles are less than 8 degrees, preferably a maximum of 4 degrees. The transverse extent of the inner floor is reduced so far that this pivoting movement can be carried out without restriction.
- the vehicle according to the invention is equipped with a tilting technique by means of which the inclination of the segment fuselage is avoided. Only the inner trough or the inner floor of a respective segment with the internals attached to it is inclined in order to compensate for the force effects that occur during fast cornering.
- the elastic side walls or the elastic connections of the inner floor to the segment jacket deform. Thanks to this tilting technology, the rail vehicle takes up less clearance in track bends than vehicles in which the entire segment body is tilted. Furthermore, this tilting technique requires particularly little drive energy for the actuating elements because comparatively small masses are moved. Further details can be found in another, simultaneously filed patent application.
- FIG. 1 shows a perspective, partially sectioned and simplified view of a first exemplary embodiment of the sectional vehicle according to the invention
- FIG. 2a shows a cross-sectional view of a first connecting element between a segment jacket and a support frame of the rail vehicle according to FIG. 1,
- FIG. 2b the simplified perspective view of the first connecting element
- FIG. 2c shows a cross-sectional view of a second connecting element between the segment jacket and the support frame of the rail travel stuff according to Figure 1,
- FIG. 2d shows a simplified perspective view of the second connecting element
- FIG. 3 shows a cross-sectional view of a vehicle segment of the exemplary embodiment according to FIG. 1,
- FIG. 4 shows a side view of two segments in a second exemplary embodiment of the invention
- FIG. 5 shows a cross-sectional view of a vehicle segment according to FIG. 4,
- Figure 6 is a longitudinal sectional view of part of a third embodiment of the rail vehicle according to the invention.
- Figure 7 is a side view of two segments analogous to Figure 4 in a fourth embodiment of the invention.
- FIG. 1 shows a part of a rail vehicle 10 in a simplified, perspective and partially sectioned view.
- This embodiment is designed for use as a freight train.
- Six vehicle segments 1 2 to 22 are shown, each with a length of approx. 4 meters, which are supported by a centrally arranged undercarriage 24 on a pair of rails 26.
- single trolleys with one pair of wheels each are provided.
- the axis of the wheel pair can only be moved in an axis plane perpendicular to the direction of travel.
- This axis plane contains a straight line 32 which connects the center points of the wheels.
- Each undercarriage 24 is fastened to a support frame 34 via spring and / or damping members, not shown.
- the support frame 34 is rigid and extends within the respective vehicle segment essentially over the entire length and width of the jacket 36, but with a few centimeters distance from the inside thereof.
- the jacket 36 is to ensure its defined articulation in the area of the axial plane and connected at its longitudinal ends to the support frame via special connecting elements 38 and 40, which are described in detail below with reference to FIGS. 2a to 2d.
- the vehicle segments 1 2 to 22 have separation points 42 at their longitudinal ends, at which the jackets are coupled to one another via flange connections (not shown here in greater detail).
- flange connections instead of the flange connection, however, any other, essentially rigid connection type can be used, for example a piping connection or a zipper connection.
- adjacent jackets are coupled to one another by a connecting piece which extends over the entire circumference but has open ends and which engages with piping at its ends pointing in the longitudinal direction in guide grooves provided on both jackets.
- the connecting piece can be retracted into the guide grooves for coupling the jackets, so it can also be easily removed when the jackets are separated.
- the connecting piece is elastically deformable in the circumferential direction of the jacket, but is stiff in the longitudinal and transverse directions of the jacket.
- the jackets 36 are each made in one piece from fiber composite materials and have rigid and articulated sections.
- rigid jacket sections 44 and 46 without hatching and articulated jacket sections 48 are shown hatched in FIG.
- the rigid end sections 44 each extend from the end faces of the segments over a length of approximately 20 cm to the center of the segment.
- Rigid middle sections 46 are each formed from the axial plane over about 40 cm each to both end faces.
- Articulated jacket sections 48 are formed between these rigid regions, each of which extends over the entire circumference of the jacket.
- the rail vehicle 10 Since the rail vehicle 10 is intended for the transportation of goods, no windows are provided in the jacket of the vehicle segments 14 to 22. Only head segments 1 2 have windows 50 and doors 52. The loading of the interior takes place from the end faces of separate segments. In individual segments, the jacket 36 can also (not shown) roof openings to facilitate the loading process and / or have side wall doors, but only in the rigid middle sections 46, which are designed for this purpose with a correspondingly greater longitudinal extent.
- FIG. 2a shows in a cross-sectional view the first connecting element 38, with the aid of which the jacket 36 is fastened in the rigid section 46 about the axis plane on the support frame 34.
- the same connecting element is shown in a perspective view in FIG. 2b.
- Connecting elements 38 are arranged on both transverse sides of the support frame 34 opposite one another.
- the first connecting element 38 has a rectangular back plate 54 which is connected to the jacket 36.
- a simple screw connection is provided for this, for which the back plate 54 has a plurality of bores 56.
- a cylindrical bolt 58 extends from the back plate 54 to the transverse side of the support frame 34.
- the back plate 54 and the bolt 58 are made in one piece from a rigid material, preferably from metal.
- the bolt can alternatively be anchored or embedded in the jacket with its rear end for attachment to the jacket. From about half to the front end of its longitudinal extent, the bolt 58 is surrounded by a rubber jacket 60 firmly connected to it.
- the support frame 34 and jacket are not connected completely rigidly by the connecting element 38.
- the support frame and the bolt 58 are arranged at a short distance from one another, so that the support frame 34 can move together with the outer jacket 62 of the connecting element to a certain extent on the bolt 58, the rubber jacket 60 receiving the momentum of the support frame 34 transversely to the track and is correspondingly elastically deformed, a restoring force being generated which is opposite to the deflection. That way the jacket is insulated against high-frequency driving dynamics impulses transmitted from the chassis to the support frame.
- the first connecting element 38 thus takes over the transmission of acceleration and tracking forces from the supporting frame to the jacket. It also isolates the jacket from the transmission of short-term and high-frequency impulses.
- FIGS. 2c and 2d show an exemplary embodiment of the second connecting element 40, with the aid of which the jacket is supported on the supporting frame near its longitudinal ends.
- the second connecting elements 40 are also arranged opposite one another on both transverse sides of the support frame 34, it being possible for a plurality of connecting elements 38 to be arranged one behind the other.
- the cross-sectional view of Figure 2c shows that the basic structure of the second connecting element 40 is similar to that of the first.
- the second connecting element 40 has a square bolt 66, the upper side 68 and lower side 70 of which are firmly connected with rubber layers 72 and 74 toward the supporting frame 34 approximately from half their longitudinal extent.
- the rubber layers are covered by outer shells 76 and 78, which extend over the length of the square pin 66 and are bent towards the support frame 34 in order to enclose them firmly from above and below.
- the second connecting element 40 tolerates relative movements between the support frame 34 and casing parallel to the track level. Such relative movements occur regularly when driving through bends.
- the support frame and chassis rotate together about a vertical axis that intersects the axis line 32 at a right angle in the axis plane.
- the support frame 34 is moved together with the shells 76 and 78 relative to the square bolt 66 by the action of the chassis.
- the rubber layers of the second connecting elements 40 are deformed parallel to the track plane, longitudinally and transversely to the direction of travel. The deformations are different on the outside and inside of the arch.
- the restoring force generated by the rubber layers limits the deflection and supports a Adjusting movement.
- the swivel angle of the support frame in a curved track of 250 m radius is approximately 1 degree with a support frame of 4 m length.
- the associated slight relative movement of the support frame in the longitudinal and transverse directions against the jacket is not hindered by the connecting element 40.
- the connecting elements 40 are therefore designed to be significantly stiffer in the vertical direction than in directions parallel to the track plane.
- the deformation of the jacket is not hindered.
- the lower deformability of the connecting elements 40 in the vertical direction is also important when the support frame is loaded very unevenly. In this case, the connecting elements 40 take on the task of supporting the supporting frame, as a result of which part of the load has to be transferred to the jacket.
- the jacket of the vehicle segment When entering a track curve via a cant ramp, the jacket of the vehicle segment is bent - as described above - on the one hand and twisted slightly on the other.
- the vertical deformability of the connecting elements is sufficiently high to allow the torsional movement against the supporting frame.
- the different construction of the connecting elements 38 and 40 is essential for the articulation of the rail vehicle. Since the support frame 34 cannot move against the first connecting elements 38 in the direction of the longitudinal axis, the chassis, support frame 34 and casing form an essentially rigid unit on the rigid central sections 46, which functions as a support point of the rail vehicle. At these support points, the vehicle transfers its load to the track on the one hand, and braking, acceleration and tracking forces are generated here by the interaction of the wheels with the track, which - from the undercarriage via the support frame directly - but with the interposition of the damping levels described - to the jacket be transmitted. Between the support points, the coat is articulated Sections deformed accordingly. In this respect, the support points fulfill a skeletal function. Between the support points of adjacent segments, the support frame and the casing can be moved relative to one another in accordance with the second connecting elements 40, in order not to hinder the deformation of the articulated casing sections when traversing track arches, track crests and depressions.
- the primary task of the support frame 34 in this construction is the transmission of the vehicle load to the chassis.
- the connecting elements 38 and 40 do not allow any substantial vertical relative movement of the support frame 34 against the jacket.
- the suspension in the vertical direction through the rubber jackets 60 or layers 72 and 74 is therefore hard.
- the elastic coupling of adjacent support frames serves to move them relative to one another, not primarily to transmit longitudinal forces. Force components acting in the longitudinal direction are predominantly transmitted through the jacket to the next segment. Force components acting in the transverse direction cause a deformation of the articulated jacket sections corresponding to the relative movement of adjacent support points.
- adjacent support frames are connected by elastic sealing strips which can be fastened on both sides.
- FIG. 3 shows a cross-sectional view of the vehicle segment 16 in a plane identified by the line III-III in FIG. 1, that is to say in an elastic section 48.
- the maximum transverse extent of the jacket is approximately 3.30 m, its maximum height above the rail top edge approximately 3 m.
- the lower parts of the casing also use the regular light space available in accordance with the Railway Construction and Operating Regulations (EBO) as far as possible, taking into account driving dynamics effects, such as the suspension, and can extend up to 1 3 to 8 cm with maximum deflection protrude from the top edge of the rail.
- EBO Railway Construction and Operating Regulations
- the jacket 36 is completely closed in this section, apart from wheel passages.
- the support frame 34 is fastened on the single chassis 24, not shown in detail. On the transverse sides, apart from the connecting elements 38 and 40, the distance between the support frame and the jacket is bridged by sealing lips which can be fastened to the support frame or jacket and which rest on the jacket or support frame.
- the support frame 34 is made of metal in the present embodiment and is plate-shaped.
- the construction and material used for the support frame can, however, be varied according to the requirements using known technologies. For example, fiber composite materials can also be used or a hybrid construction method can be used.
- FIG. 4 shows a longitudinal view of two segments 90 and 92 of a second exemplary embodiment provided for passenger traffic. Both segments have the same length of about 6 m. Like the segments of the first exemplary embodiment, they each have a running gear arranged centrally below with a pair of wheels 94 and are rigidly coupled to one another via a flange connection 96. The positions of a support frame 98 and an inner floor 100 are indicated by dashed lines. This is discussed in more detail below with the aid of FIG. 5.
- the first segment 90 has a jacket 102 with two windows 104 and 106 provided therein, each arranged near the longitudinal ends, and a door device 108 which has a further window 110.
- the second segment 92 also has windows 1 1 2 and 1 14 in the same arrangement and size.
- two windows 1 1 6 and 1 17 are provided in the middle section.
- the windows and door devices are flush with the outer surface of the shell 102.
- Head carriages are provided at the ends of such a rail vehicle, cf. Figure 1
- elastic sections 11 8 of the segment sleeves 90 and 92 are shown hatched in FIG.
- the arrangement and longitudinal extension of elastic and rigid sections is identical in both segments. In this way, the articulation is the same in every segment and ensures a homogeneous adaptation of the rail vehicle as a whole to the course of the track.
- the manufacture of the jackets of different segment types is particularly economical, since only a door opening or a window opening is to be provided in the middle section, but otherwise an identical production process can be maintained.
- the arrangement and size of the windows or doors can be changed for segments with a special interior, such as a train restaurant, sanitary facilities or drive units.
- the elastic sections 11 8 in the two segment types shown each extend on the one hand at a distance of approximately 20 cm from the segment end over a length of approximately 30 cm in the direction of the near window 114, 11 2 (and 104 or . 106).
- further elastic sections of the same length are provided on both sides of the door 108 or the central window 116 towards the center of the segment.
- FIG. 5 shows a cross-sectional view of the vehicle segment 92.
- the sectional plane is identified in FIG. 4 by the line VV.
- the principle on which the construction of the vehicle segment 92 is based is essentially the same as that explained above with reference to the first exemplary embodiment.
- a support frame 1 20 is fastened to a chassis 1 22 arranged in the middle of the longitudinal extent of the segment.
- the wheels of the wheel pair are mounted in such a way that a straight line 1 23 connecting their centers lies always in an axis plane that is perpendicular to the travel direction is.
- the pair of wheels can be formed both by individually mounted wheels and by a wheel set with two wheels coupled via an axle.
- a jacket 1 24 is supported on the transverse sides of the supporting frame 1 20.
- connection of the jacket to the support frame takes place essentially in the same manner as has been described in detail with reference to FIGS. 1 and 2. Since the sectional plane of FIG. 5 is close to the axis plane of the vehicle segment 92, the connecting elements 38 are shown here.
- the support frame 120 has a trough 1 26 which is arranged centrally in the transverse direction and which extends along the segment for accommodating vehicle-technical units, but omits the area of the undercarriage.
- Two vertical side walls 1 28 and 1 30 delimit the trough 1 26 from the cavity below the support frame 1 20, but do not have an essential supporting function.
- the support frame has longitudinal members 1 38 on its underside.
- a rigid inner floor 1 32 over the entire length of the segment.
- sealing lips 1 34 and 1 36 adjoin on both sides, which extend upwards towards the side wall of the Fit the jacket on and seal the space above the inner floor over the entire length of the segment from the cavities underneath.
- bellows 140 and 142 are arranged on both sides of the center of the segment cross section, which are embedded in sockets 144 and 146 arranged on the underside of the inner base 132.
- Several such bellows are provided one behind the other in the longitudinal direction.
- their damping characteristics ensure that the inside floor is largely insulated from driving dynamics impulses and thus provides a quiet and comfortable driving experience.
- the described mounting and the elastic attachment to the side walls of the casing 1 24 allow the inner bottom 132 to be pivoted about a longitudinal axis running perpendicular to the cross-sectional plane through its center.
- This construction provides the basis for a tilting technique in which the vehicle body remains unchanged while driving through curved arches and only the inner floor is inclined towards the middle of the curve.
- the pressure regulation and control of the bellows takes place in a manner known to the person skilled in the art from conventional tilting technology. Further details on the pivotable mounting of the inner floor 1 32 can be found in a simultaneously filed patent application by the applicant.
- the passenger compartment formed above the inner floor 1 32 offers more space than in known vehicles due to the width of the vehicle segment of approximately 3.20 m made possible by the invention. This can be used, for example, for seating 148 in rows of five, as indicated in FIG. 5.
- FIG. 6 shows a third exemplary embodiment with an alternative chassis arrangement on the basis of a simplified longitudinal sectional drawing. The longitudinal ends of two adjacent vehicle segments 1 50 and 1 52 of a rail vehicle 1 54 intended for the transport of goods are shown.
- the vehicle segments 1 50 and 1 52 each have a support frame 1 56 and 1 58, as in the previous exemplary embodiments.
- the support frame 1 58 is supported at its end on a single chassis 1 60.
- the springs 1 62 and 164 drawn between the chassis 1 60 and the support frame 1 58 symbolize a primary suspension which, in accordance with what has been said for the description of FIGS. 1 and 2, shows relative movements between the chassis and support frame in directions parallel to the track plane substantially suppressed.
- the support frame 156 of the vehicle segment 1 50 is supported with its adjacent end on the support frame 1 58.
- this has a support 1 66 on which the support frame 1 56 is mounted via a rubber-metal element 168.
- This Connection of the support frames is detachable to separate the vehicle segments.
- the rubber-metal element 168 has a similar characteristic to that of the connecting element 40 explained with reference to FIGS. 1 and 2 and allows a relative movement of the support frames 1 56 and 1 58 when traversing track arches, depressions and crests.
- the jacket 170 of the vehicle segment 1 52 is fastened to the supporting frame in the region of the axis plane via connecting elements 38.
- Connecting elements 40 between the jacket 172 of the vehicle segment 1 50 and the support frame 156 are not required at this longitudinal end.
- the elastic coupling via a sealing lip 84 (not shown) is sufficient here (see FIG. 3).
- Elastic portions of the sheaths 170 and 172 are hatched as in the previous figures.
- the sheaths are rigid at the longitudinal ends and rigidly coupled to one another with a flange connection 174.
- the vehicle segment 1 50 is designed at its other, not shown in FIG. 6 longitudinal end as the vehicle segment 1 52. Accordingly, the vehicle segment 1 52 is formed at its other, not shown end as the vehicle segment 1 50 in FIG Each support frame is supported at both ends.
- This embodiment has the advantage that at one end the jacket takes on both its function as part of the support point or "skeleton elements" of vehicle 1 54 and is therefore already rigid for the production of a rigid connection to the jacket of the adjacent vehicle segment. This enables greater flexibility in dividing the jacket into rigid and articulated sections. This design is therefore particularly suitable for configuration for passenger transport.
- FIG. 7 Here is the fourth embodiment in A partial side view of a sectional vehicle 176 is shown analogously to FIG. This is constructed essentially in accordance with the exemplary embodiment from FIG. 6.
- the two vehicle segments 1 78 and 180 shown have jackets 1 82 and 184 designed for passenger transport with openings for windows 1 86 and a door device 1 88.
- Articulated jacket sections are formed in the middle of their longitudinal extent in these vehicle segments. Depending on the function of the vehicle segment and the associated arrangement of windows and doors, the articulated jacket sections can, however, also be formed at other points along the length. As explained above, only the longitudinal ends serving as support and connecting parts are excluded.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Body Structure For Vehicles (AREA)
- Chain Conveyers (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Optical Elements Other Than Lenses (AREA)
- Medicines Containing Antibodies Or Antigens For Use As Internal Diagnostic Agents (AREA)
- Organic Insulating Materials (AREA)
- Lining And Supports For Tunnels (AREA)
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19952733 | 1999-10-27 | ||
DE19952733A DE19952733A1 (de) | 1999-10-27 | 1999-10-27 | Fahrzeugsegment für ein schienengebundenes Gliederfahrzeug |
PCT/EP2000/010558 WO2001030628A1 (de) | 1999-10-27 | 2000-10-26 | Fahrzeugsegment für ein schienengebundenes gliederfahrzeug |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1237771A1 true EP1237771A1 (de) | 2002-09-11 |
EP1237771B1 EP1237771B1 (de) | 2003-05-28 |
Family
ID=7927669
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00972873A Expired - Lifetime EP1237771B1 (de) | 1999-10-27 | 2000-10-26 | Fahrzeugsegment für ein schienengebundenes gliederfahrzeug |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP1237771B1 (de) |
AT (1) | ATE241494T1 (de) |
AU (1) | AU1145101A (de) |
DE (2) | DE19952733A1 (de) |
DK (1) | DK1237771T3 (de) |
ES (1) | ES2195941T3 (de) |
WO (1) | WO2001030628A1 (de) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10022543B4 (de) * | 1999-10-27 | 2005-08-18 | Db Reise & Touristik Ag | Schienengebundenes Fahrzeugsegment mit rumpfintegierter Fliehkraftkompensation |
DE102018130813A1 (de) | 2018-12-04 | 2020-06-04 | Bombardier Transportation Gmbh | Fahrzeugsegment für ein mehrgliedriges schienenfahrzeug und schienenfahrzeug |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1875214A (en) * | 1927-10-14 | 1932-08-30 | Buderus Carl | Carriage for articulated trains |
FR2562858B1 (fr) * | 1984-04-17 | 1987-09-18 | Regie Autonome Transports | Dispositif de communication entre deux elements de caisse d'un vehicule de type ferroviaire |
FR2571010B1 (fr) * | 1984-10-02 | 1988-03-11 | Regie Autonome Transports | Dispositif d'intercirculation entre deux modules de rame ferroviaire |
FR2724620B1 (fr) * | 1994-09-16 | 1997-01-10 | Lohr Ind | Passerelle deformable entre deux plans de chargement portes par des chassis successifs notamment ferroviaires |
DE19749507B4 (de) * | 1997-11-08 | 2005-07-28 | Db Reise & Touristik Ag | Wagenkastenverbindung |
WO1999058384A1 (de) * | 1998-05-13 | 1999-11-18 | Deutsche Bahn Aktiengesellschaft | Schienenfahrzeug |
-
1999
- 1999-10-27 DE DE19952733A patent/DE19952733A1/de not_active Withdrawn
-
2000
- 2000-10-26 DK DK00972873T patent/DK1237771T3/da active
- 2000-10-26 WO PCT/EP2000/010558 patent/WO2001030628A1/de active IP Right Grant
- 2000-10-26 ES ES00972873T patent/ES2195941T3/es not_active Expired - Lifetime
- 2000-10-26 EP EP00972873A patent/EP1237771B1/de not_active Expired - Lifetime
- 2000-10-26 DE DE50002403T patent/DE50002403D1/de not_active Expired - Lifetime
- 2000-10-26 AT AT00972873T patent/ATE241494T1/de not_active IP Right Cessation
- 2000-10-26 AU AU11451/01A patent/AU1145101A/en not_active Abandoned
Non-Patent Citations (1)
Title |
---|
See references of WO0130628A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE50002403D1 (de) | 2003-07-03 |
ES2195941T3 (es) | 2003-12-16 |
ATE241494T1 (de) | 2003-06-15 |
AU1145101A (en) | 2001-05-08 |
DE19952733A1 (de) | 2001-05-10 |
EP1237771B1 (de) | 2003-05-28 |
WO2001030628A1 (de) | 2001-05-03 |
DK1237771T3 (da) | 2003-06-23 |
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