EP1712443B1 - Multiple-unit articulated vehicle, especially railway vehicle. - Google Patents

Multiple-unit articulated vehicle, especially railway vehicle. Download PDF

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Publication number
EP1712443B1
EP1712443B1 EP06007366A EP06007366A EP1712443B1 EP 1712443 B1 EP1712443 B1 EP 1712443B1 EP 06007366 A EP06007366 A EP 06007366A EP 06007366 A EP06007366 A EP 06007366A EP 1712443 B1 EP1712443 B1 EP 1712443B1
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EP
European Patent Office
Prior art keywords
car body
axis
vehicle
joint
vehicle according
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Not-in-force
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EP06007366A
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German (de)
French (fr)
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EP1712443A1 (en
Inventor
Bernd Müller
Harald Hentschel
Jörg Blüthgen
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to PL06007366T priority Critical patent/PL1712443T3/en
Publication of EP1712443A1 publication Critical patent/EP1712443A1/en
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    • 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 present invention relates to a vehicle, in particular a rail vehicle, with a first car body and an adjacent second car body, which are connected via a first hinge device and a second hinge device.
  • the first articulation device and the second articulation device are arranged offset along a first vertical axis of the first vehicle body.
  • the first car body and the second car body are pivotally connected via the first hinge device about a first pivot axis parallel to the first pivot axis and pivotally connected via the second hinge means about a second vertical axis parallel to the first pivot axis.
  • the articulated joint assembly comprises an upper and a lower pivot bearing whose pivot axes are aligned with each other, so that the car bodies can be pivoted to each other in a horizontal plane, but the car bodies are torsionally rigidly connected to each other about the vehicle longitudinal axis.
  • each articulated joints are known in which adjacent car bodies are connected via a single turntable arrangement in the bottom region of the car bodies.
  • torsional loads are not introduced into the entire car body structure, but mainly in the soil structure of the respective car body.
  • the turntable must be designed to be correspondingly complex in order to transmit the torsional loads.
  • the present invention is therefore based on the object to provide a vehicle of the type mentioned, which does not have the disadvantages mentioned above, or at least to a lesser extent and in particular allows a simplified car body structure with a simple design of the hinge assembly between the car bodies.
  • the present invention solves this problem starting from an arrangement according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that it is possible to achieve a vehicle with a significantly simplified vehicle body structure, if at least the first articulation device is designed in the manner of a trapezoidal articulation with a base pivotably mounted on the first vehicle body about the first pivot axis, the rolling movements between the vehicle body first car body and the second car body to a parallel to the first longitudinal axis of the first car body roll axis permits.
  • the torsional loading of the car bodies is reduced in a simple manner, without one or both articulated devices having to be designed particularly complex.
  • the first joint device can be designed such that Nevertheless, it transmits longitudinal forces in the direction of the first longitudinal axis and thus supports pitching moments about the vehicle transverse axis.
  • the first hinge means a parallel to the first longitudinal axis torsionally but longitudinally rigid connection realized in the direction of the first longitudinal axis.
  • the roll axis of the rolling motion between the car bodies can basically run at any point. It goes without saying here that, in addition to the first articulation device, the second articulation device can also be configured such that it permits roll movements between the first carriage body and the second carriage body about a roll axis parallel to the first longitudinal axis of the first vehicle body. The roll axis of the roll movement can then be arranged at any point between the two joint devices.
  • the roll axis extends substantially through the second hinge device.
  • the second joint device must then provide comparatively small deflections caused thereby when the rolling movements occur. This can be done particularly easily by a correspondingly elastic device of the second hinge device, for example one or more elastomer elements such as elastomer bushes or the like.
  • a corresponding rotational degree of freedom about such a roll axis can be realized in another way, for example by means of a rotary bearing
  • the first pivot axis and the second pivot axis can basically be aligned with each other in any suitable manner. It is preferably provided that in the neutral position, ie at a roll angle equal to zero, between the first car body and the second car body, the first pivot axis and the second pivot axis are substantially parallel to each other. Further preferably, the first pivot axis and the second pivot axis are mutually substantially collinear, since this results in a particularly simple design of the hinge devices and a particularly simple kinematics of the bending movement.
  • At least the first articulation device is designed such that it substantially prevents pitching movements between the first vehicle body and the second vehicle body in a plane containing the first longitudinal axis and the first vertical axis. This results in an overall simplified construction of the connection between the car bodies, since no additional elements are required for the pitch support.
  • the first hinge device is designed in the manner of a trapezoidal joint.
  • a Trapezgelenkgelenk allows in a simple structure in addition to a good Wankmobiltician transverse to the vehicle longitudinal axis transmission of forces in the direction of the vehicle longitudinal axis, since it is equipped with two non-parallel neutral legs. It integrates then also at least part of the pitch support between the car bodies.
  • such a Trapezgelenkgelenk requires relatively little space, so hereby a particularly compact design can be achieved.
  • the trapezoid joint is formed as an isosceles trapezoidal joint, so prevail in both roll directions same kinematic conditions.
  • a non-isosceles trapezoid joint is also used to achieve a specific roll kinematics.
  • the trapezoidal joint can act arbitrarily in a plane which is inclined as desired to the first vertical axis and parallel to the vehicle transverse axis. It does not necessarily have to be essentially flat.
  • the trapezoidal articulation preferably extends substantially in a joint plane extending perpendicularly to the first vertical axis, since hereby a particularly good pitching support between the carriage bodies is possible with a simple design of the articulation of the trapezoidal limbs.
  • the trapezoidal joint comprises a balance lever, a first pendulum support and a second pendulum support, wherein the first pendulum support and the second pendulum support forming the trapezoidal limbs and in particular have the same length.
  • the balance lever has a first end and a second end and is pivotally connected in its center region about the first pivot axis to the first carriage body.
  • the first pendulum support is pivotally articulated in a first articulation point at the first end of the balance lever about an axis parallel to the first pivot axis and at a second articulation point on the second carriage body to one for the first Swivel axis parallel axis hinged pivotally.
  • the second pendulum support in a third articulation point at the second end of the balance lever is pivotally articulated about an axis parallel to the first pivot axis and pivotally articulated in a fourth articulation point on the second car body about an axis parallel to the first pivot axis.
  • the distance between the first articulation point and the third articulation point is smaller than the distance between the second articulation point and the fourth articulation point.
  • This arrangement has the advantage that arise in Wankauslenk Institute between the car bodies restoring forces, which support the provision in the neutral position at least.
  • the long base of the trapezoid on the balance lever can also be provided that the long base of the trapezoid on the balance lever and thus is arranged on the side of the first car body.
  • the first hinge means may be arranged above or below the second hinge means.
  • the first hinge device is arranged in the direction of the first vertical axis above the second hinge device, since this then results in a particularly simple roll kinematics.
  • the first articulation device can be arranged particularly easily in the roof area of the first vehicle body.
  • a limitation and damping of the rolling movements is provided. This can be realized for example by acting between the components of the first joint device damping devices and stop elements or the like.
  • a transverse damper acting in the direction of the rolling movement is connected to the first vehicle body and the second vehicle body.
  • the first articulation device then does not have to absorb the loads occurring during the limitation and damping of the rolling movements.
  • the transverse damper can be arranged at any suitable location.
  • the transverse damper is provided in the region of the first hinge device.
  • the present invention may be used in conjunction with arbitrarily designed multi-unit vehicles. Preferably, it can be used in vehicles with wheeled vehicle units.
  • a first vehicle unit comprising the first vehicle body and a second vehicle unit comprising the second vehicle body is provided, wherein one of the two vehicle units is designed as a wheelless vehicle unit.
  • FIG. 1 shows a schematic plan view from above of a part of a preferred embodiment of the multi-unit vehicle 1 according to the invention, while FIG. 3 a schematic, not to scale side view of this vehicle part shows.
  • the vehicle 1 comprises a first vehicle unit 1.1 and an adjacent second vehicle unit 1.2.
  • the first vehicle unit 1.1 comprises a first vehicle body 1.3, while the second vehicle unit 1.2 has a second vehicle body 1.4.
  • the first vehicle body 1.3 has a first vertical axis 1.5, a first longitudinal axis 1.6 and a first transverse axis 1.7, which are mutually perpendicular.
  • the first car body 1.3 and the second car body 1.4 are pivotally connected to each other via a first hinge device 2 about a first vertical axis 1.5 parallel to the first pivot axis 2.1. Furthermore, the first car body 1.3 and the second car body 1.4 via a second hinge means 3 about a parallel to the first vertical axis 1.5 second pivot axis 3.1 are pivotally connected to each other.
  • the first pivot axis 2.1 and the second pivot axis 3.1 are aligned with each other, so that the car bodies 1.3 and 1.4 are connected to each other via the first hinge device 2 and the second hinge device 3 in the manner of a buckling joint.
  • first hinge device 2 is formed as an isosceles trapezoidal joint, which extends substantially in a plane perpendicular to the first vertical axis 1.5 level.
  • the first hinge device 2 has a compensating lever 2.2, which is rotatably mounted in its center about the first pivot axis 2.1 to a support 1.8 of the first car body 1.3.
  • a first pendulum support 2.3 is pivotably articulated in a first articulation point about an axis parallel to the first pivot axis 2.1.
  • the first pendulum support 2.3 is articulated at its other end in a second articulation point about an axis parallel to the first pivot axis 2.1 pivotally mounted on the second car body 1.4.
  • a second pendulum support 2.4 is pivotally articulated in a third articulation point about an axis parallel to the first pivot axis 2.1.
  • the second pendulum support 2.4 is also hinged at its other end in a fourth articulation point about an axis parallel to the first pivot axis 2.1 axis pivotally mounted on the second car body 1.4.
  • the first pendulum support 2.3 and the second pendulum support 2.4 form the legs of the trapezoidal joint 2.
  • the articulation points on the first pendulum support 2.3 and the second pendulum support 2.4 each have an identical distance, so that an isosceles trapezoidal joint 2 is formed. In the in FIG.
  • first pendulum support 2.3 and the second pendulum support 2.4 is not parallel, so that the trapezoidal joint 2 in the direction of the first longitudinal axis 1.6 can transmit forces and thus a support against pitching movements between the car bodies 1.3 and 1.4 in a first vertical axis 1.5 and the first Forming the longitudinal axis 1.6 containing plane, thus therefore forms a support against pitching movements about a parallel to the first transverse axis 1.7 pitch axis.
  • FIG. 2 can be seen, allow the first hinge device 2 and the second joint device 3 buckling movements at an angle a between the car bodies 1.3 and 1.4 to a first vertical axis 1.5 parallel bending axis and rolling movements between the car bodies 1.3 and 1.4 to a parallel to the first longitudinal axis 1.6 roll axis , This results then in the transverse direction an offset d between the articulation point 2.5 of the balance lever 2.2 on the support 1.8 and the hinge point 3.2 of the second hinge device. 3
  • the roll axis extends in the region of the second hinge device 3, which is designed so that it acts essentially as a simple hinge joint about the second pivot axis 3.1.
  • it has a corresponding elasticity, which allows the second pivot axis 3.1 to follow the rolling motion. This can be realized, for example, by means of a corresponding elastic bush or rotary axis or the like.
  • the longer base of the trapezoidal joint 2 is formed by the articulation points of the first pendulum support 2.3 and the second pendulum support 2.4 on the second car body 1.4, while the shorter base of the trapezoidal joint 2 is formed by the articulation points of the first pendulum support 2.3 and the second pendulum support 2.4 on the balance lever 2.2.
  • a transverse damper 4 acting in the direction of the rolling movement is provided with two end stops.
  • the transverse damper 4 is arranged in the region of the first joint device 2 and connected via corresponding brackets pivotally connected to the first car body 1.3 and the second car body 1.4.
  • the first vehicle unit 1.1 has a chassis 1.9, via which the first vehicle body 1.3 is supported on a track 5.
  • the second vehicle unit 1.2 is designed as a wheelless unit.
  • the second car body 1.4 forms a so-called litter, which is suspended at its - not shown - the other end via a mirror-symmetrical to the center of the second car body hinge assembly to another vehicle unit with chassis.
  • the present invention has been described above by way of example with wheelless vehicle units articulated to chassis-mounted vehicle units. It understands however, that it can also be used for the coupling of vehicle units, each having bogies. In particular, it can be used for the coupling of vehicle units, in which at least one vehicle unit has a chassis only at the end remote from the coupling point.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Stored Programmes (AREA)
  • Transmission Devices (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

The railcar has railcar bodies (1.3, 1.4) rotatably connected over articulation devices around a normal axis. The devices are shiftably arranged along the normal axis of the body (1.3). The articulation device (2) is designed in such a manner that it permits rolling movements between the bodies around a rolling axis which is parallel to a longitudinal axis of the body (1.3), where the rolling axis runs through the other device.

Description

Die vorliegende Erfindung betrifft ein Fahrzeug, insbesondere ein Schienenfahrzeug, mit einem ersten Wagenkasten und einem benachbarten zweiten Wagenkasten, die über eine erste Gelenkeinrichtung und eine zweite Gelenkeinrichtung verbunden sind. Dabei sind die erste Gelenkeinrichtung und die zweite Gelenkeinrichtung entlang einer ersten Hochachse des ersten Wagenkastens versetzt angeordnet. Der erste Wagenkasten und der zweite Wagenkasten sind über die erste Gelenkeinrichtung um eine zur ersten Hochachse parallele erste Schwenkachse schwenkbar verbunden und über die zweite Gelenkeinrichtung um eine zur ersten Hochachse parallele zweite Schwenkachse schwenkbar verbunden.The present invention relates to a vehicle, in particular a rail vehicle, with a first car body and an adjacent second car body, which are connected via a first hinge device and a second hinge device. In this case, the first articulation device and the second articulation device are arranged offset along a first vertical axis of the first vehicle body. The first car body and the second car body are pivotally connected via the first hinge device about a first pivot axis parallel to the first pivot axis and pivotally connected via the second hinge means about a second vertical axis parallel to the first pivot axis.

Insbesondere aus dem Schienenfahrzeugbereich sind derartige mehrgliedrige Fahrzeuge bekannt, bei denen aneinandergrenzende Wagenkästen über eine Knickgelenkanordnung verbunden sind. Häufig umfasst die Knickgelenkanordnung ein oberes und ein unteres Schwenklager, deren Schwenkachsen miteinander fluchten, sodass die Wagenkästen in einer Horizontalebene zueinander verschwenkt werden können, die Wagenkästen aber um die Fahrzeuglängsachse torsionssteif miteinander verbunden sind.In particular from the field of rail vehicles such multi-unit vehicles are known in which adjacent car bodies are connected via an articulated joint arrangement. Frequently, the articulated joint assembly comprises an upper and a lower pivot bearing whose pivot axes are aligned with each other, so that the car bodies can be pivoted to each other in a horizontal plane, but the car bodies are torsionally rigidly connected to each other about the vehicle longitudinal axis.

Im Betrieb solcher Schienenfahrzeuge, beispielsweise bei Einfahrt des Fahrzeugs in eine Überhöhungsrampe eines Gleisbogens, treten Wankbewegungen zwischen den beiden Wagenkästen auf, also Schwenkbewegungen um eine in Längsrichtung des Fahrzeug gerichtete Wankachse. Hierbei besteht das Problem, dass die Wankbewegungen zwischen den beiden Wagenkästen wegen der längstorsionssteifen Verbindung der Wagenkästen zu relativ starken Torsionsbeanspruchungen der Wagenkästen führen. Um diese relativ hohen Torsionsbeanspruchungen aufnehmen zu können, ist eine vergleichsweise aufwändige Wagenkastenstruktur erforderlich.In the operation of such rail vehicles, for example, when the vehicle enters an elevation ramp of a curved track, roll movements occur between the two car bodies, that is to say pivoting movements about a roll axis directed in the longitudinal direction of the vehicle. In this case, there is the problem that the rolling movements between the two car bodies lead to relatively strong Torsionsbeanspruchungen the car bodies because of the long torsion stiff connection of the car bodies. In order to accommodate these relatively high Torsionsbeanspruchungen, a comparatively complex car body structure is required.

Aus der EP 0 764 103 B1 sowie der DE 38 15 540 A1 sind weiterhin jeweils Knickgelenkverbindungen bekannt, bei denen aneinandergrenzende Wagenkästen über eine einzige Drehkranzanordnung im Bodenbereich der Wagenkästen verbunden sind. Zwar werden hierbei die bei Wankbewegungen zwischen den beiden Wagenkästen entstehenden Torsionsbelastungen nicht in die gesamte Wagenkastenstruktur, sondern hauptsächlich in die Bodenstruktur des jeweiligen Wagenkastens eingeleitet. Es jedoch auch hier das Problem, dass zum einen dann der Bodenbereich der Wagenkästen entsprechend aufwändige Struktur aufweisen muss. Zum anderen muss der Drehkranz entsprechend aufwändig gestaltet sein, um die Torsionsbelastungen übertragen zu können.From the EP 0 764 103 B1 as well as the DE 38 15 540 A1 In addition, each articulated joints are known in which adjacent car bodies are connected via a single turntable arrangement in the bottom region of the car bodies. Although in this case the resulting during roll movements between the two car bodies torsional loads are not introduced into the entire car body structure, but mainly in the soil structure of the respective car body. However, there is also the problem here that on the one hand then the bottom area of the car bodies correspondingly complex structure must have. On the other hand, the turntable must be designed to be correspondingly complex in order to transmit the torsional loads.

Aus der WO 2005/037621 A1 ist weiterhin eine Gelenkanordnung mit einem einfachen Gelenkarm bekannt, der Wankbewegungen zwischen den beiden Wagenkästen zulässt. Problematisch ist hierbei, dass der Gelenkarm keine definierte Abstützung von Nickbewegungen zur Verfügung stellt, sondern eine Nickbewegung bei gleichzeitigem erzwungenem Wanken zwischen den Wagenkästen zulässt.From the WO 2005/037621 A1 Furthermore, a joint arrangement with a simple articulated arm is known which allows rolling movements between the two car bodies. The problem here is that the articulated arm provides no defined support of pitching movements, but allows a pitching motion with simultaneous forced rolling between the car bodies.

Aus der DE 490 825 C ist eine Gelenkanordnung mit einem Schlitten bekannt, der auf einer bogenförmigen mit dem einen Wagenkasten verbundenen Führungsbahn geführt ist. An dem Schlitten ist gelenkig eine mit dem anderen Wagenkasten verbundene Stange oder dergleichen angebunden, welche über eine hydraulische Dämpfung Nickbewegungen zwischen den Wagenkästen zulässt. Bei dieser Gestaltung besteht das Problem, dass die verwendete Linearführung des Schlittens vergleichsweise aufwändig, verschmutzungsempfindlich und damit störungsanfällig ist.From the DE 490 825 C a joint arrangement with a carriage is known, which is guided on an arcuate with the one car body connected guideway. On the carriage articulated connected to the other car body rod or the like is connected, which allows pitching movements between the car bodies via a hydraulic damping. In this design, there is the problem that the linear guide of the carriage used is relatively expensive, sensitive to contamination and thus prone to failure.

Der vorliegenden Erfindung liegt daher die Aufgabe zu Grunde, ein Fahrzeug der eingangs genannten Art zur Verfügung zu stellen, welches die oben genannten Nachteile nicht oder zumindest in geringerem Maße aufweist und insbesondere eine vereinfachte Wagenkastenstruktur bei einfacher Gestaltung der Gelenkanordnung zwischen den Wagenkästen ermöglicht.The present invention is therefore based on the object to provide a vehicle of the type mentioned, which does not have the disadvantages mentioned above, or at least to a lesser extent and in particular allows a simplified car body structure with a simple design of the hinge assembly between the car bodies.

Die vorliegende Erfindung löst diese Aufgabe ausgehend von einer Anordnung gemäß dem Oberbegriff des Anspruchs 1 durch die im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmale.The present invention solves this problem starting from an arrangement according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

Der vorliegenden Erfindung liegt die technische Lehre zu Grunde, dass man ein Fahrzeug mit deutlich vereinfachter Wagenkastenstruktur erzielen kann, wenn wenigstes die erste Gelenkeinrichtung nach Art eines Trapezgelenks mit einer um die erste Schwenkachse drehbar an dem ersten Wagenkasten angelenkten Basis ausgebildet ist, das Wankbewegungen zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten um eine zur ersten Längsachse des ersten Wagenkastens parallele Wankachse zulässt. Durch die so zugelassenen Wankbewegungen zwischen den Wagenkästen im Bereich der ersten Gelenkeinrichtung verringert sich die Torsionsbelastung der Wagenkästen in einfacher Weise, ohne dass eine oder beide Gelenkeinrichtungen besonders aufwändig gestaltet werden müssten. Insbesondere kann die erste Gelenkeinrichtung so ausgebildet sein, dass sie trotzdem Längskräfte in Richtung der ersten Längsachse überträgt und damit Nickmomente um die Fahrzeugquerachse abstützt. Mithin ist dann also durch die erste Gelenkeinrichtung eine parallel zur ersten Längsachse torsionsweiche aber in Richtung der ersten Längsachse längssteife Verbindung realisiert.The present invention is based on the technical teaching that it is possible to achieve a vehicle with a significantly simplified vehicle body structure, if at least the first articulation device is designed in the manner of a trapezoidal articulation with a base pivotably mounted on the first vehicle body about the first pivot axis, the rolling movements between the vehicle body first car body and the second car body to a parallel to the first longitudinal axis of the first car body roll axis permits. As a result of the rolling movements between the car bodies in the region of the first articulation device, which are thus permitted, the torsional loading of the car bodies is reduced in a simple manner, without one or both articulated devices having to be designed particularly complex. In particular, the first joint device can be designed such that Nevertheless, it transmits longitudinal forces in the direction of the first longitudinal axis and thus supports pitching moments about the vehicle transverse axis. Thus, therefore, by the first hinge means a parallel to the first longitudinal axis torsionally but longitudinally rigid connection realized in the direction of the first longitudinal axis.

Die Wankachse der Wankbewegung zwischen den Wagenkästen kann grundsätzlich an beliebiger Stelle verlaufen. Es versteht sich hierbei, dass neben der ersten Gelenkeinrichtung auch die zweite Gelenkeinrichtung so ausgebildet sein kann, dass sie Wankbewegungen zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten um eine zur ersten Längsachse des ersten Wagenkastens parallele Wankachse zulässt. Die Wankachse der Wankbewegung kann dann an beliebiger Stelle zwischen den beiden Gelenkeinrichtungen angeordnet sein.The roll axis of the rolling motion between the car bodies can basically run at any point. It goes without saying here that, in addition to the first articulation device, the second articulation device can also be configured such that it permits roll movements between the first carriage body and the second carriage body about a roll axis parallel to the first longitudinal axis of the first vehicle body. The roll axis of the roll movement can then be arranged at any point between the two joint devices.

Bevorzugt ist vorgesehen, dass die Wankachse im Wesentlichen durch die zweite Gelenkeinrichtung verläuft. Die zweite Gelenkeinrichtung muss dann bei Auftreten der Wankbewegungen nur vergleichsweise geringe dadurch bedingte Auslenkungen zur Verfügung stellen. Dies kann besonders einfach durch eine entsprechend elastische Einrichtung der zweiten Gelenkeinrichtung, beispielsweise ein oder mehrere Elastomerelemente wie Elastomerbuchsen oder dergleichen, erfolgen. Ebenso kann im Bereich der zweiten Gelenkeinrichtung auf andere Weise, beispielsweise mittels eines rotatorischen Lagers, ein entsprechender rotatorischer Freiheitsgrad um eine solche Wankachse realisiert seinIt is preferably provided that the roll axis extends substantially through the second hinge device. The second joint device must then provide comparatively small deflections caused thereby when the rolling movements occur. This can be done particularly easily by a correspondingly elastic device of the second hinge device, for example one or more elastomer elements such as elastomer bushes or the like. Likewise, in the region of the second hinge device, a corresponding rotational degree of freedom about such a roll axis can be realized in another way, for example by means of a rotary bearing

Die erste Schwenkachse und die zweite Schwenkachse können grundsätzlich in beliebiger geeigneter Weise zueinander ausgerichtet sein. Bevorzugt ist vorgesehen, dass in Neutralstellung, also bei einem Wankwinkel gleich Null, zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten die erste Schwenkachse und die zweite Schwenkachse zueinander im Wesentlichen parallel sind. Weiter vorzugsweise sind die erste Schwenkachse und die zweite Schwenkachse zueinander im Wesentlichen kollinear, da sich hierdurch eine besonders einfache Gestaltung der Gelenkeinrichtungen und eine besonders einfache Kinematik der Knickbewegung ergibt.The first pivot axis and the second pivot axis can basically be aligned with each other in any suitable manner. It is preferably provided that in the neutral position, ie at a roll angle equal to zero, between the first car body and the second car body, the first pivot axis and the second pivot axis are substantially parallel to each other. Further preferably, the first pivot axis and the second pivot axis are mutually substantially collinear, since this results in a particularly simple design of the hinge devices and a particularly simple kinematics of the bending movement.

Es sei an dieser Stelle angemerkt, dass sich die nachfolgenden Angaben zur Gestaltung des Trapezgelenks auf die Gestalt in Neutralstellung, also bei einem Wankwinkel gleich Null zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten beziehen, sofern nicht explizit anderes angegeben ist.It should be noted at this point that refer to the following information on the design of the trapezoidal joint on the shape in neutral position, ie at a roll angle equal to zero between the first car body and the second car body, unless explicitly stated otherwise.

Bevorzugt ist wenigstes die erste Gelenkeinrichtungen derart ausgebildet, dass sie Nickbewegungen zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten in einer die ersten Längsachse und die erste Hochachse enthaltenden Ebene im Wesentlichen unterbindet. Hierdurch ergibt sich ein insgesamt vereinfachter Aufbau der Verbindung zwischen den Wagenkästen, da für die Nickabstützung keine zusätzlichen Elemente erforderlich sind.Preferably, at least the first articulation device is designed such that it substantially prevents pitching movements between the first vehicle body and the second vehicle body in a plane containing the first longitudinal axis and the first vertical axis. This results in an overall simplified construction of the connection between the car bodies, since no additional elements are required for the pitch support.

Erfindungsgemäß ist die erste Gelenkeinrichtung nach Art eines Trapezgelenks ausgebildet. Ein solches Trapezgelenk ermöglicht bei einfachem Aufbau neben einer guten Wankmobilität quer zur Fahrzeuglängsachse eine Übertragung von Kräften in Richtung der Fahrzeuglängsachse, da es mit zwei in Neutralstellung nicht parallelen Schenkeln ausgestattet ist. Es integriert somit dann auch zumindest einen Teil der Nickabstützung zwischen den Wagenkästen. Zudem benötigt ein solches Trapezgelenk vergleichsweise wenig Bauraum, sodass hiermit eine besonders kompakte Gestaltung erzielt werden kann.According to the invention, the first hinge device is designed in the manner of a trapezoidal joint. Such a Trapezgelenkgelenk allows in a simple structure in addition to a good Wankmobilität transverse to the vehicle longitudinal axis transmission of forces in the direction of the vehicle longitudinal axis, since it is equipped with two non-parallel neutral legs. It integrates then also at least part of the pitch support between the car bodies. In addition, such a Trapezgelenkgelenk requires relatively little space, so hereby a particularly compact design can be achieved.

Vorzugsweise ist das Trapezgelenk als gleichschenkliges Trapezgelenk ausgebildet, sodass in beiden Wankrichtungen gleiche kinematische Verhältnisse herrschen. Es versteht sich jedoch, dass insbesondere in Abhängigkeit von der übrigen Gestaltung des Fahrzeugs auch vorgesehen sein kann, dass zur Erzielung einer bestimmten Wankkinematik auch ein nicht gleichschenkliges Trapezgelenk zum Einsatz kommt.Preferably, the trapezoid joint is formed as an isosceles trapezoidal joint, so prevail in both roll directions same kinematic conditions. However, it is understood that, in particular depending on the rest of the design of the vehicle, it may also be provided that a non-isosceles trapezoid joint is also used to achieve a specific roll kinematics.

Das Trapezgelenk kann grundsätzlich beliebig in einer beliebig zur ersten Hochachse geneigten und zur Fahrzeugquerachse parallelen Ebene wirken. Dabei muss es nicht notwendigerweise im Wesentlichen eben gestaltet sein. Bevorzugt erstreckt sich das Trapezgelenk jedoch im Wesentlichen in einer senkrecht zur ersten Hochachse verlaufenden Gelenkebene, da hiermit eine besonders gute Nickabstützung zwischen den Wagenkästen bei einfacher Gestaltung der Anlenkung der Trapezschenkel möglich ist.In principle, the trapezoidal joint can act arbitrarily in a plane which is inclined as desired to the first vertical axis and parallel to the vehicle transverse axis. It does not necessarily have to be essentially flat. However, the trapezoidal articulation preferably extends substantially in a joint plane extending perpendicularly to the first vertical axis, since hereby a particularly good pitching support between the carriage bodies is possible with a simple design of the articulation of the trapezoidal limbs.

Bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs ist vorgesehen, dass das Trapezgelenk einen Ausgleichshebel, eine erste Pendelstütze und eine zweite Pendelstütze umfasst, wobei die erste Pendelstütze und die zweite Pendelstütze die Trapezschenkel bilden und insbesondere dieselbe Länge aufweisen. Der Ausgleichshebel weist ein erstes Ende und ein zweites Ende auf und ist in seinem Mittenbereich um die erste Schwenkachse schwenkbar am ersten Wagenkasten angelenkt. Hierdurch ist in einfacher Weise die Schwenkbeweglichkeit um die erste Schwenkachse zwischen den Wagenkästen sichergestellt. Die erste Pendelstütze ist in einem ersten Anlenkpunkt am ersten Ende des Ausgleichshebels um eine zur ersten Schwenkachse parallele Achse schwenkbar angelenkt sowie in einem zweiten Anlenkpunkt am zweiten Wagenkasten um eine zur ersten Schwenkachse parallele Achse schwenkbar angelenkt. Gleichermaßen ist die zweite Pendelstütze in einem dritten Anlenkpunkt am zweiten Ende des Ausgleichshebels um eine zur ersten Schwenkachse parallele Achse schwenkbar angelenkt sowie in einem vierten Anlenkpunkt am zweiten Wagenkasten um eine zur ersten Schwenkachse parallele Achse schwenkbar angelenkt. Hierdurch ist in einfacher Weise die Wankbeweglichkeit zwischen den Wagenkästen sichergestellt.In preferred variants of the vehicle according to the invention it is provided that the trapezoidal joint comprises a balance lever, a first pendulum support and a second pendulum support, wherein the first pendulum support and the second pendulum support forming the trapezoidal limbs and in particular have the same length. The balance lever has a first end and a second end and is pivotally connected in its center region about the first pivot axis to the first carriage body. As a result, the pivoting movement about the first pivot axis between the car bodies is ensured in a simple manner. The first pendulum support is pivotally articulated in a first articulation point at the first end of the balance lever about an axis parallel to the first pivot axis and at a second articulation point on the second carriage body to one for the first Swivel axis parallel axis hinged pivotally. Similarly, the second pendulum support in a third articulation point at the second end of the balance lever is pivotally articulated about an axis parallel to the first pivot axis and pivotally articulated in a fourth articulation point on the second car body about an axis parallel to the first pivot axis. As a result, the roll mobility between the car bodies is ensured in a simple manner.

Bevorzugt ist der Abstand zwischen dem ersten Anlenkpunkt und dem dritten Anlenkpunkt kleiner als der Abstand zwischen dem zweiten Anlenkpunkt und dem vierten Anlenkpunkt. Hierdurch ergibt sich eine V-förmige Anordnung der Pendelstützen des Trapezgelenks, bei der die lange Basis des Trapezes am zweiten Wagenkasten angeordnet ist. Diese Anordnung hat den Vorteil, dass sich bei Wankauslenkungen zwischen den Wagenkästen Rückstellkräfte ergeben, welche die Rückstellung in die Neutralstellung zumindest unterstützen. Es versteht sich jedoch, dass bei anderen Varianten des erfindungsgemäßen Fahrzeugs auch vorgesehen sein kann, dass die lange Basis des Trapezes am Ausgleichshebel und damit auf Seiten des ersten Wagenkastens angeordnet ist.Preferably, the distance between the first articulation point and the third articulation point is smaller than the distance between the second articulation point and the fourth articulation point. This results in a V-shaped arrangement of the pendulum supports of the trapezoidal joint, in which the long base of the trapezoid is arranged on the second car body. This arrangement has the advantage that arise in Wankauslenkungen between the car bodies restoring forces, which support the provision in the neutral position at least. However, it is understood that in other variants of the vehicle according to the invention can also be provided that the long base of the trapezoid on the balance lever and thus is arranged on the side of the first car body.

Je nach der Gestaltung der Abstützung bzw. Aufhängung der Wagenkästen auf den zugeordneten Fahrwerken kann die erste Gelenkeinrichtung oberhalb oder unterhalb der zweiten Gelenkeinrichtung angeordnet sein. Bevorzugt ist die erste Gelenkeinrichtung in Richtung der ersten Hochachse oberhalb der zweiten Gelenkeinrichtung angeordnet, da sich hierbei dann eine besonders einfache Wankkinematik ergibt. Besonders einfach lässt sich die erste Gelenkeinrichtung dabei vorzugsweise im Dachbereich des ersten Wagenkastens anordnen.Depending on the design of the support or suspension of the car bodies on the associated chassis, the first hinge means may be arranged above or below the second hinge means. Preferably, the first hinge device is arranged in the direction of the first vertical axis above the second hinge device, since this then results in a particularly simple roll kinematics. In this case, the first articulation device can be arranged particularly easily in the roof area of the first vehicle body.

Bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs ist eine Begrenzung und Dämpfung der Wankbewegungen vorgesehen. Diese kann beispielsweise durch zwischen den Komponenten der ersten Gelenkeinrichtung wirkende Dämpfungseinrichtungen und Anschlagelemente oder dergleichen realisiert sein.In preferred variants of the vehicle according to the invention, a limitation and damping of the rolling movements is provided. This can be realized for example by acting between the components of the first joint device damping devices and stop elements or the like.

Bevorzugt ist zur Begrenzung der Wankbewegungen zwischen dem ersten Wagenkasten und dem zweiten Wagenkasten ein in Richtung der Wankbewegung wirkender Querdämpfer mit dem ersten Wagenkasten und dem zweiten Wagenkasten verbunden. Die erste Gelenkeinrichtung muss dann die bei der Begrenzung und Dämpfung der Wankbewegungen auftretenden Lasten nicht aufnehmen. Der Querdämpfer kann an beliebiger geeigneter Stelle angeordnet sein. Bevorzugt ist der Querdämpfer im Bereich der ersten Gelenkeinrichtung vorgesehen.Preferably, in order to limit the rolling movements between the first vehicle body and the second vehicle body, a transverse damper acting in the direction of the rolling movement is connected to the first vehicle body and the second vehicle body. The first articulation device then does not have to absorb the loads occurring during the limitation and damping of the rolling movements. The transverse damper can be arranged at any suitable location. Preferably, the transverse damper is provided in the region of the first hinge device.

Die vorliegende Erfindung kann im Zusammenhang mit beliebig gestalteten mehrgliedrigen Fahrzeugen zum Einsatz kommen. Bevorzugt lässt sie sich bei Fahrzeugen mit radlosen Fahrzeugeinheiten einsetzen. Bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs ist daher eine den ersten Wagenkasten umfassende erste Fahrzeugeinheit und eine den zweiten Wagenkasten umfassende zweite Fahrzeugeinheit vorgesehen ist, wobei eine der beiden Fahrzeugeinheiten als radlose Fahrzeugeinheit ausgebildet ist.The present invention may be used in conjunction with arbitrarily designed multi-unit vehicles. Preferably, it can be used in vehicles with wheeled vehicle units. In preferred variants of the vehicle according to the invention therefore a first vehicle unit comprising the first vehicle body and a second vehicle unit comprising the second vehicle body is provided, wherein one of the two vehicle units is designed as a wheelless vehicle unit.

Weitere bevorzugte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen bzw. der nachstehenden Beschreibung bevorzugter Ausführungsbeispiele, welche auf die beigefügten Zeichnungen Bezug nimmt. Es zeigen:

Figur 1
eine schematische Draufsicht auf einen Teil einer bevorzugten Ausführungsform des erfindungsgemäßen Fahrzeugs in Neutralstellung;
Figur 2
eine schematische Draufsicht auf den Fahrzeugteil aus Figur 1 in Knick- und Wankstellung;
Figur 3
eine schematische Seitenansicht des Fahrzeugteils aus Figur 1 in Neutralstellung.
Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:
FIG. 1
a schematic plan view of a portion of a preferred embodiment of the vehicle according to the invention in neutral position;
FIG. 2
a schematic plan view of the vehicle part FIG. 1 in kink and roll position;
FIG. 3
a schematic side view of the vehicle part FIG. 1 in neutral position.

Die Figur 1 zeigt eine schematische Draufsicht von oben auf einen Teil einer bevorzugten Ausführungsform des erfindungsgemäßen mehrgliedrigen Fahrzeugs 1, während Figur 3 eine schematische, nicht maßstäbliche Seitenansicht dieses Fahrzeugteils zeigt. Das Fahrzeug 1 umfasst eine erste Fahrzeugeinheit 1.1 und eine benachbarte zweite Fahrzeugeinheit 1.2.The FIG. 1 shows a schematic plan view from above of a part of a preferred embodiment of the multi-unit vehicle 1 according to the invention, while FIG. 3 a schematic, not to scale side view of this vehicle part shows. The vehicle 1 comprises a first vehicle unit 1.1 and an adjacent second vehicle unit 1.2.

Die erste Fahrzeugeinheit 1.1 umfasst einen ersten Wagenkasten 1.3, während die zweite Fahrzeugeinheit 1.2 einen zweiten Wagenkasten 1.4 aufweist. Der erste Wagenkasten 1.3 weist eine erste Hochachse 1.5, eine erste Längsachse 1.6 und eine erste Querachse 1.7 auf, die jeweils zueinander senkrecht stehen.The first vehicle unit 1.1 comprises a first vehicle body 1.3, while the second vehicle unit 1.2 has a second vehicle body 1.4. The first vehicle body 1.3 has a first vertical axis 1.5, a first longitudinal axis 1.6 and a first transverse axis 1.7, which are mutually perpendicular.

Der erste Wagenkasten 1.3 und der zweite Wagenkasten 1.4 sind über eine erste Gelenkeinrichtung 2 um eine zur ersten Hochachse 1.5 parallele erste Schwenkachse 2.1 schwenkbar mit einander verbunden. Weiterhin sind der erste Wagenkasten 1.3 und der zweite Wagenkasten 1.4 über eine zweite Gelenkeinrichtung 3 um eine zur ersten Hochachse 1.5 parallele zweite Schwenkachse 3.1 schwenkbar mit einander verbunden.The first car body 1.3 and the second car body 1.4 are pivotally connected to each other via a first hinge device 2 about a first vertical axis 1.5 parallel to the first pivot axis 2.1. Furthermore, the first car body 1.3 and the second car body 1.4 via a second hinge means 3 about a parallel to the first vertical axis 1.5 second pivot axis 3.1 are pivotally connected to each other.

Die erste Schwenkachse 2.1 und die zweite Schwenkachse 3.1 fluchten miteinander, sodass die Wagenkästen 1.3 und 1.4 über die erste Gelenkeinrichtung 2 und die zweite Gelenkeinrichtung 3 nach Art eines Knickgelenks miteinander verbunden sind.The first pivot axis 2.1 and the second pivot axis 3.1 are aligned with each other, so that the car bodies 1.3 and 1.4 are connected to each other via the first hinge device 2 and the second hinge device 3 in the manner of a buckling joint.

Die im Dachbereich der Wagenkästen 1.3 und 1.4 angeordnete erste Gelenkeinrichtung 2 ist als gleichschenkliges Trapezgelenk ausgebildet, das sich im Wesentlichen in einer zur ersten Hochachse 1.5 senkrechten Ebene erstreckt.The arranged in the roof area of the car bodies 1.3 and 1.4 first hinge device 2 is formed as an isosceles trapezoidal joint, which extends substantially in a plane perpendicular to the first vertical axis 1.5 level.

Hierzu weist die erste Gelenkeinrichtung 2 einen Ausgleichshebel 2.2 auf, der in seiner Mitte um die erste Schwenkachse 2.1 drehbar an einem Träger 1.8 des ersten Wagenkastens 1.3 befestigt ist. An einem ersten Ende des Ausgleichshebels 2.2 ist eine erste Pendelstütze 2.3 in einem ersten Anlenkpunkt um eine zur ersten Schwenkachse 2.1 parallele Achse schwenkbar angelenkt. Die erste Pendelstütze 2.3 ist an ihrem anderen Ende in einem zweiten Anlenkpunkt um eine zur ersten Schwenkachse 2.1 parallele Achse schwenkbar am zweiten Wagenkasten 1.4 angelenkt. An dem zweiten Ende des Ausgleichshebels 2.2 ist eine zweite Pendelstütze 2.4 in einem dritten Anlenkpunkt um eine zur ersten Schwenkachse 2.1 parallele Achse schwenkbar angelenkt. Die zweite Pendelstütze 2.4 ist an ihrem anderen Ende in einem vierten Anlenkpunkt ebenfalls um eine zur ersten Schwenkachse 2.1 parallele Achse schwenkbar am zweiten Wagenkasten 1.4 angelenkt.For this purpose, the first hinge device 2 has a compensating lever 2.2, which is rotatably mounted in its center about the first pivot axis 2.1 to a support 1.8 of the first car body 1.3. At a first end of the compensating lever 2.2, a first pendulum support 2.3 is pivotably articulated in a first articulation point about an axis parallel to the first pivot axis 2.1. The first pendulum support 2.3 is articulated at its other end in a second articulation point about an axis parallel to the first pivot axis 2.1 pivotally mounted on the second car body 1.4. At the second end of the compensating lever 2.2, a second pendulum support 2.4 is pivotally articulated in a third articulation point about an axis parallel to the first pivot axis 2.1. The second pendulum support 2.4 is also hinged at its other end in a fourth articulation point about an axis parallel to the first pivot axis 2.1 axis pivotally mounted on the second car body 1.4.

Die erste Pendelstütze 2.3 und die zweite Pendelstütze 2.4 bilden die Schenkel des Trapezgelenks 2. Die Anlenkpunkte an der ersten Pendelstütze 2.3 und der zweiten Pendelstütze 2.4 weisen jeweils einen identischen Abstand auf, sodass ein gleichschenkliges Trapezgelenk 2 gebildet ist. In der in Figur 1 dargestellten Neutralstellung sind die erste Pendelstütze 2.3 und die zweite Pendelstütze 2.4 nicht parallel, sodass das Trapezgelenk 2 in der Richtung der ersten Längsachse 1.6 Kräfte übertragen kann und somit eine Abstützung gegen Nickbewegungen zwischen den Wagenkästen 1.3 und 1.4 in einer die erste Hochachse 1.5 und die erste Längsachse 1.6 enthaltenden Ebene bildet, mithin also eine Abstützung gegen Nickbewegungen um eine zur ersten Querachse 1.7 parallele Nickachse bildet.The first pendulum support 2.3 and the second pendulum support 2.4 form the legs of the trapezoidal joint 2. The articulation points on the first pendulum support 2.3 and the second pendulum support 2.4 each have an identical distance, so that an isosceles trapezoidal joint 2 is formed. In the in FIG. 1 shown neutral position are the first pendulum support 2.3 and the second pendulum support 2.4 is not parallel, so that the trapezoidal joint 2 in the direction of the first longitudinal axis 1.6 can transmit forces and thus a support against pitching movements between the car bodies 1.3 and 1.4 in a first vertical axis 1.5 and the first Forming the longitudinal axis 1.6 containing plane, thus therefore forms a support against pitching movements about a parallel to the first transverse axis 1.7 pitch axis.

Wie insbesondere Figur 2 zu entnehmen ist, ermöglichen die erste Gelenkeinrichtung 2 und die zweite Gelenkeinrichtung 3 Knickbewegungen um einen Winkel a zwischen den Wagenkästen 1.3 und 1.4 um eine zur ersten Hochachse 1.5 parallele Knickachse und Wankbewegungen zwischen den Wagenkästen 1.3 und 1.4 um eine zu der ersten Längsachse 1.6 parallele Wankachse. Dabei ergibt sich dann in Querrichtung ein Versatz d zwischen dem Anlenkpunkt 2.5 des Ausgleichshebels 2.2 an dem Träger 1.8 und dem Gelenkpunkt 3.2 der zweiten Gelenkeinrichtung 3.In particular FIG. 2 can be seen, allow the first hinge device 2 and the second joint device 3 buckling movements at an angle a between the car bodies 1.3 and 1.4 to a first vertical axis 1.5 parallel bending axis and rolling movements between the car bodies 1.3 and 1.4 to a parallel to the first longitudinal axis 1.6 roll axis , This results then in the transverse direction an offset d between the articulation point 2.5 of the balance lever 2.2 on the support 1.8 and the hinge point 3.2 of the second hinge device. 3

Die Wankachse verläuft im Bereich der zweiten Gelenkeinrichtung 3, die so ausgebildet ist, dass sie im Wesentlichen als einfaches Scharniergelenk um die zweite Schwenkachse 3.1 wirkt. Um die Wankbewegungen zwischen den Wagenkästen 1.3 und 1.4 zu ermöglichen weist sie jedoch eine entsprechende Elastizität auf, welche es der zweiten Schwenkachse 3.1 ermöglicht, der Wankbewegung zu folgen. Dies kann beispielsweise durch eine entsprechende elastische Lagerbuchse oder Drehachse oder dergleichen realisiert sein.The roll axis extends in the region of the second hinge device 3, which is designed so that it acts essentially as a simple hinge joint about the second pivot axis 3.1. In order to enable the rolling movements between the car bodies 1.3 and 1.4, however, it has a corresponding elasticity, which allows the second pivot axis 3.1 to follow the rolling motion. This can be realized, for example, by means of a corresponding elastic bush or rotary axis or the like.

Die längere Basis des Trapezgelenks 2 ist durch die Anlenkpunkte der ersten Pendelstütze 2.3 und der zweiten Pendelstütze 2.4 am zweiten Wagenkasten 1.4 gebildet, während die kürzere Basis des Trapezgelenks 2 durch die Anlenkpunkte der ersten Pendelstütze 2.3 und der zweiten Pendelstütze 2.4 am Ausgleichshebel 2.2 gebildet ist. Hierdurch ergibt sich eine V-förmige Anordnung der Pendelstützen 2.3 und 2.4 des Trapezgelenks 2, die den Vorteil hat, dass sich bei Wankauslenkungen zwischen den Wagenkästen 1.3 und 1.4 Rückstellkräfte ergeben, welche die Rückstellung in die Neutralstellung zumindest unterstützen.Es versteht sich jedoch, dass bei anderen Varianten der Erfindung auch vorgesehen sein kann, dass die längere Basis des Trapezgelenks durch die Anlenkpunkte der Pendelstützen am Ausgleichshebel und die kürzere Basis durch die Anlenkpunkte der Pendelstützen am zweiten Wagenkasten gebildet ist.The longer base of the trapezoidal joint 2 is formed by the articulation points of the first pendulum support 2.3 and the second pendulum support 2.4 on the second car body 1.4, while the shorter base of the trapezoidal joint 2 is formed by the articulation points of the first pendulum support 2.3 and the second pendulum support 2.4 on the balance lever 2.2. This results in a V-shaped arrangement of the pendulum supports 2.3 and 2.4 of the trapezoidal joint 2, which has the advantage that arise at Wankauslenkungen between the car bodies 1.3 and 1.4 restoring forces, which support the provision in the neutral position at least.Es understood, however that in other variants of the invention may also be provided that the longer base of the trapezoidal joint is formed by the articulation points of the pendulum supports on the balance lever and the shorter base by the articulation points of the pendulum supports on the second car body.

Zur Begrenzung und Dämpfung der Wankbewegungen zwischen den Wagenkästen 1.3 und 1.4 ist ein in Richtung der Wankbewegung wirkender Querdämpfer 4 mit zwei Endanschlägen vorgesehen. Der Querdämpfer 4 ist im Bereich der ersten Gelenkeinrichtung 2 angeordnet und über entsprechende Konsolen schwenkbar mit dem ersten Wagenkasten 1.3 und dem zweiten Wagenkasten 1.4 verbunden.For limiting and damping the rolling movements between the car bodies 1.3 and 1.4, a transverse damper 4 acting in the direction of the rolling movement is provided with two end stops. The transverse damper 4 is arranged in the region of the first joint device 2 and connected via corresponding brackets pivotally connected to the first car body 1.3 and the second car body 1.4.

Die erste Fahrzeugeinheit 1.1 weist ein Fahrwerk 1.9 auf, über das der erste Wagenkasten 1.3 auf einem Gleis 5 abgestützt ist. Die zweite Fahrzeugeinheit 1.2 ist als radlose Einheit ausgebildet. Der zweite Wagenkasten 1.4 bildet dabei eine so genannte Sänfte, die an ihrem - nicht dargestellten - anderen Ende über eine zur Mitte des zweite Wagenkastens 1.4 spiegelsymmetrische Gelenkanordnung an einer weiteren Fahrzeugeinheit mit Fahrwerk aufgehängt ist.The first vehicle unit 1.1 has a chassis 1.9, via which the first vehicle body 1.3 is supported on a track 5. The second vehicle unit 1.2 is designed as a wheelless unit. The second car body 1.4 forms a so-called litter, which is suspended at its - not shown - the other end via a mirror-symmetrical to the center of the second car body hinge assembly to another vehicle unit with chassis.

Die vorliegende Erfindung wurde vorstehend anhand eines Beispiels mit radlosen Fahrzeugeinheiten beschrieben, die an Fahrzeugeinheiten mit Fahrwerk angelenkt sind. Es versteht sich jedoch, dass sie auch für die Kopplung von Fahrzeugeinheiten verwendet werden kann, die jeweils Fahrwerke aufweisen. Insbesondere kann sie für die Kopplung von Fahrzeugeinheiten verwendet werden, bei denen wenigstens eine Fahrzeugeinheit nur am der Koppelstelle abgewandten Ende ein Fahrwerk aufweist.The present invention has been described above by way of example with wheelless vehicle units articulated to chassis-mounted vehicle units. It understands However, that it can also be used for the coupling of vehicle units, each having bogies. In particular, it can be used for the coupling of vehicle units, in which at least one vehicle unit has a chassis only at the end remote from the coupling point.

Claims (14)

  1. Vehicle, in particular a rail vehicle, with a first car body (1.3) and an adjacent second car body (1.4), connected by means of a first joint device (2) and a second joint device (3), wherein
    - the first joint device (2) and the second joint device (3) are arranged offset along a first height axis (1.5) of the first car body (1.3),
    - the first car body (1.3) and the second car body (1.4) are pivotably connected by the first joint device (2) about a first pivot axis (2.1) parallel to the first height axis (1.5), and
    - the first car body (1.3) and the second car body (1.4) are pivotably connected by the second joint device (3) such as to pivot about a second pivot axis (3.1) parallel to the first height axis (1.5),
    characterised in that
    - at least the first joint device (2) is designed in the manner of a trapezoidal joint, which has a base (2.2), which in its middle area is linked to the first car body (1.3) rotatable in a manner about the first pivot axis (2.1), wherein the trapezoidal joint allows for rolling movements between the first car body (1.3) and the second car body (1.4) about a roll axis parallel to the first longitudinal axis (1.6) of the first car body (1.3).
  2. Vehicle according to Claim 1, characterised in that the roll axis runs essentially through the second joint device (3).
  3. Vehicle according to Claim 1 or 2, characterised in that the first pivot axis (2.1) and the second pivot axis (3.1), with a roll angle equal to zero between the first car body (1.3) and the second car body (1.4), are essentially parallel to one another and, in particular, are essentially collinear.
  4. Vehicle according to any one of the preceding claims, characterised in that at least the first joint device (2) is designed in such a way that it essentially prevents pitching movements between the first car body (1.3) and the second car body (1.4) in a plane containing the first longitudinal axis (1.6) and the first height axis (1.5).
  5. Vehicle according to any one of the preceding claims, characterised in that the first joint device (2) is designed in the manner of an isosceles trapezoidal joint.
  6. Vehicle according to Claim 5, characterised in that the trapezoidal joint (2), at a roll angle equal to zero, has two non-parallel pivot elements (2.3, 2.4).
  7. Vehicle according to Claim 5 or 6, characterised in that the trapezoidal joint (2) extends in a joint plane running essentially perpendicular to the first height axis (1.5).
  8. Vehicle according to any one of Claims 5 to 7, characterised in that
    - the trapezoidal joint (2) comprises a compensation lever (2.2), a first pendulum support (2.3) and a second pendulum support (2.4), wherein the first pendulum support (2.3) and the second pendulum support (2.4) form the trapezoidal limbs and, in particular have the same length,
    - the compensation lever (2.2) has a first end and a second end and in its middle area is linked to the first car body (1.3) in a pivoting manner about the first pivot axis (2.1),
    - the first pendulum support (2.3)
    - is linked at a first linking point to the first end of the compensation lever (2.2) such as to pivot about an axis parallel to the first pivot axis (2.1) and
    - is linked at a second linking point to the second car body (1.4) such as to pivot about an axis parallel to the first pivot axis (2.1) and
    - the second pendulum support (2.4)
    - is linked at a third linking point to the second end of the compensation lever (2.2) such as to pivot about an axis parallel to the first pivot axis (2.1) and
    - is linked at a fourth linking point to the second car body (1.4) such as to pivot about an axis parallel to the first pivot axis (2.1).
  9. Vehicle according to Claim 8, characterised in that the distance between the first linking point and the third linking point is less than the distance between the second linking point and the fourth linking point.
  10. Vehicle according to any one of the preceding claims, characterised in that the first joint device (2) is arranged in the direction of the first height axis (1.5) above the second joint device (3).
  11. Vehicle according to Claim 10, characterised in that the first joint device (2) is arranged in the roof area of the first car body (1.3).
  12. Vehicle according to any one of the preceding claims, characterised in that, in order to limit and/or attenuate the roll movements between the first car body (1.3) and the second car body (1.4), a transverse damping element (4) taking effect in the direction of the roll movement is connected to the first car body (1.3) and the second car body (1.4).
  13. Vehicle according to Claim 12, characterised in that the transverse damping element (4) is provided in the area of the first joint device (2).
  14. Vehicle according to any one of the preceding claims, characterised in that
    - a first vehicle unit (1.1) comprising the first car body (1.3) is provided,
    - a second vehicle unit (1.2) comprising the second car body (1.4) is provided and
    - one of the two vehicle units (1.1, 1.2) is designed as a wheel-less vehicle unit.
EP06007366A 2005-04-11 2006-04-07 Multiple-unit articulated vehicle, especially railway vehicle. Not-in-force EP1712443B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL06007366T PL1712443T3 (en) 2005-04-11 2006-04-07 Multiple-unit articulated vehicle, especially railway vehicle.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102005016713A DE102005016713A1 (en) 2005-04-11 2005-04-11 Railcar, has articulation device designed such that it permits rolling movements between railcar bodies around rolling axis which is parallel to longitudinal axis of one body, where rolling axis runs through other device

Publications (2)

Publication Number Publication Date
EP1712443A1 EP1712443A1 (en) 2006-10-18
EP1712443B1 true EP1712443B1 (en) 2009-06-10

Family

ID=36660727

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06007366A Not-in-force EP1712443B1 (en) 2005-04-11 2006-04-07 Multiple-unit articulated vehicle, especially railway vehicle.

Country Status (6)

Country Link
EP (1) EP1712443B1 (en)
AT (1) ATE433401T1 (en)
DE (2) DE102005016713A1 (en)
ES (1) ES2326751T3 (en)
PL (1) PL1712443T3 (en)
PT (1) PT1712443E (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006049868B3 (en) * 2006-10-23 2007-09-27 Siemens Ag Vehicles e.g. tram-car, connecting device for use in railway system, has joint wings arranged at each vehicle as upper articulation, where joint wings in one vehicle is connected to joint wings in another vehicle by non-supported bearing
PL2765050T3 (en) * 2013-02-09 2015-10-30 Huebner Gmbh & Co Kg Device in the roof area of two vehicle sections with a jointed connection for limiting the angle of the vehicle sections relative to each other
DE102014212360A1 (en) 2014-06-26 2015-12-31 Siemens Aktiengesellschaft Articulated vehicle with a transversely movable joint
DE102014226695A1 (en) 2014-12-19 2016-06-23 Siemens Aktiengesellschaft Articulated vehicle with a transversely movable joint
FI126686B (en) * 2015-04-07 2017-03-31 Helsingin Kaupungin Liikennelaitos -Liikelaitos Railroad vehicle
AT518455B1 (en) * 2016-03-24 2017-12-15 Siemens Ag Oesterreich Rail vehicle clutch
EP3345804A1 (en) * 2017-01-05 2018-07-11 ATG Autotechnik GmbH Roof joint for an articulated vehicle
CN109334702A (en) * 2018-11-06 2019-02-15 中车青岛四方机车车辆股份有限公司 Workshop vibration absorber and rail vehicle used for rail vehicle
CN110104017A (en) * 2019-04-30 2019-08-09 中车四方车辆有限公司 Tramcar
CN110304099A (en) * 2019-07-16 2019-10-08 通号轨道车辆有限公司 A kind of suspension type sky rail and its coupling device at car end

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Publication number Priority date Publication date Assignee Title
DE490825C (en) * 1927-06-25 1930-02-04 Carl Buderus Carriages for railways, trams, rapid transit trains, etc. Like., In particular for articulated car trains
US3787068A (en) * 1972-09-25 1974-01-22 Bangor Punta Operations Inc Articulated trailer hitch
DE8513611U1 (en) * 1985-05-08 1985-06-20 Karl Kässbohrer Fahrzeugwerke GmbH, 7900 Ulm Articulated vehicle train
DE3815540A1 (en) * 1988-05-06 1989-11-16 Waggon Union Gmbh JOINT CONNECTION
DE19512630A1 (en) * 1995-04-05 1996-10-10 Abb Henschell Ag Device for connecting rail vehicles
DE29707031U1 (en) * 1997-04-18 1997-11-20 Hübner Gummi- und Kunststoff GmbH, 34123 Kassel Articulated vehicle
DE19914564B4 (en) * 1999-03-31 2008-10-16 Daimler Ag The linkage arrangement
DE10343536A1 (en) * 2003-09-19 2005-05-04 Siemens Ag Large-scale vehicle for passenger transport, in particular rail vehicle, with articulated car bodies
DE102004014903A1 (en) * 2004-03-26 2005-10-13 Siemens Ag Vehicle, in particular lane-guided vehicle, with articulated vehicle bodies

Also Published As

Publication number Publication date
PL1712443T3 (en) 2009-11-30
DE502006003920D1 (en) 2009-07-23
PT1712443E (en) 2009-08-05
EP1712443A1 (en) 2006-10-18
ATE433401T1 (en) 2009-06-15
DE102005016713A1 (en) 2006-10-12
ES2326751T3 (en) 2009-10-19

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