EP1884434B1 - Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen - Google Patents

Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen Download PDF

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Publication number
EP1884434B1
EP1884434B1 EP06015897A EP06015897A EP1884434B1 EP 1884434 B1 EP1884434 B1 EP 1884434B1 EP 06015897 A EP06015897 A EP 06015897A EP 06015897 A EP06015897 A EP 06015897A EP 1884434 B1 EP1884434 B1 EP 1884434B1
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EP
European Patent Office
Prior art keywords
joint
energy
base plate
hinge
articulated arm
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP06015897A
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German (de)
English (en)
French (fr)
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EP1884434A1 (de
Inventor
Rainer Dipl.-Ing. Sprave
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Turbo Scharfenberg GmbH and Co KG
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Voith Turbo Scharfenberg GmbH and Co KG
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Filing date
Publication date
Priority to AT06015897T priority Critical patent/ATE410351T1/de
Priority to DK06015897T priority patent/DK1884434T3/da
Priority to EP06015897A priority patent/EP1884434B1/de
Priority to PL06015897T priority patent/PL1884434T3/pl
Priority to DE502006001773T priority patent/DE502006001773D1/de
Application filed by Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Priority to ES06015897T priority patent/ES2314795T3/es
Priority to NO20073916A priority patent/NO334220B1/no
Publication of EP1884434A1 publication Critical patent/EP1884434A1/de
Application granted granted Critical
Publication of EP1884434B1 publication Critical patent/EP1884434B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • 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 joint assembly for articulating two adjacent car bodies of a rail vehicle, in particular under cooperation of a bogie, said joint assembly comprising: a first articulated arm, which has a carriage box side, connected to a base plate of the first car body end portion and a front end portion with a first condyle has; a second articulated arm which has a cart side, connected to a base plate of the second car body end portion and an end-side end portion with a first condyle complementarily shaped second condyle; a joint bearing with a pivot pin for articulating the first and second joint head in a joint plane, wherein the joint pin is formed with a common pivot axis for the joint arrangement; and an energy dissipation device integrated in the articulated connection formed with the two articulated arms and the articulated joint, which comprises a regeneratively designed energy dissipation element, in particular an elastomer element, for damping the tensile and impact forces preferably transmitted in the articulated
  • Such a hinge assembly is from the WO 2005/023618 A known.
  • the crash behavior is to be considered in addition to the loads occurring during operation.
  • the (integrated) energy dissipation element conventionally provided in the spherical plain bearing is a regenerative energy dissipation element, in particular an elastomeric element, which merely serves to dampen the tensile and impact forces transmitted via the articulated connection during normal driving. It is known that this regeneratively designed energy absorbing element absorbs forces up to a defined size and passes the beyond forces unattenuated on the bearing block in the vehicle undercarriage or in the car body.
  • a destructively designed energy dissipation element which, for example, is designed such that it responds only after exhaustion of the working consumption of the regenerative energy dissipation element provided, for example, in the spherical plain bearing Power flow via the energy dissipation element at least partially absorbed energy and thus degrades.
  • a destructively designed energy-absorbing elements for example, deformation pipes come into question, in which destructively by a defined deformation (plastic Deformation) of at least a portion of the deformation tube, the impact energy is converted into deformation work and heat.
  • An energy dissipation element which is based on the principle of a deformation tube, is characterized by the fact that it has a defined response force without force peaks.
  • solutions are known from the prior art, in which to protect the vehicle undercarriage against damage in strong driveways regenerative trained energy-absorbing elements are used.
  • An example of this is gas-hydraulic buffers with a regenerative or self-restoring mode of operation.
  • energy consumption elements based on a gas-hydraulic operating method generally have a lower response force and prestressing in comparison to a deformation tube and, in particular, react in a speed-dependent manner.
  • energy-absorbing elements In addition to energy consumption elements based on a gas-hydraulic operation, energy-absorbing elements are also known which function according to a hydrostatic mode of operation and which likewise have a regenerative (self-restoring) effect. Hydrostatically operating energy-absorbing elements, in contrast to gas-hydraulically operating energy-absorbing elements, have a high response force and prestress.
  • joint arrangements are known from the prior art in which a deformation tube is integrated in at least one of the articulated arms, which takes over the function of a destructive energy dissipation element.
  • An articulated arm with a deformation tube integrated therein is thus to be understood as a functional force transmission unit, wherein the articulated arm is formed from a first Krafrübertragungselement in the form of Verformungstohres and a second power transmission element in the form of a provided on the frontal portion of the articulated arm rod end. Both components are positively connected with each other in such a way that tensile and impact forces can be transmitted in the longitudinal direction of the joint arrangement.
  • the destructively designed energy-absorbing element forms the carriage-box-side end section of the articulated arm, while the end-side end section of the articulated arm corresponds to the articulated head.
  • the carriage-box-side end section of the articulated arm is connected to the so-called base plate of the carcass, in which the forces transmitted by the articulated arms of the articulated arrangement are introduced or from which the forces to be transmitted by the articulated arms of the joint arrangement are introduced from the vehicle body into the associated articulated arm.
  • the condyle at the end portion of the first articulated arm of a joint arrangement is generally engageable with a condyle of an adjacent carcass formed at the end-side end portion of the second articulated arm of the articulated arrangement.
  • the first condyle In the transmission of tensile and impact forces of the power flow of the base plate of the first car body via the optionally integrated in the first articulated arm, preferably destructively trained energy-absorbing element, the first condyle to the second articulated arm, which is associated with the adjacent second car body.
  • the second articulated arm can either also be equipped with a destructively designed energy dissipation element, but it would also be conceivable for the second articulated arm to have an articulated head only at its end-side end section, while the carriage-box-side end section is connected substantially rigidly to the baseplate of the second vehicle body substantially rigidly.
  • Fig. 1a shows an example of a known from the prior art hinge assembly in which both in the first and in the second articulated arm 10 and 20 respectively at the cart box side end portion a destructively designed energy absorbing element in the form of a deformation tube 13a, 23a is integrated.
  • a yoke At the front end portion 12 of the first link arm 10 is provided as the first joint head 15, a yoke.
  • this articulated fork merges into the first articulated arm 10, which extends through the (flanged) base plate 2 fixedly attached to the end face of the first car body (not explicitly shown).
  • Behind the base plate 2 a destructively designed energy dissipation element is provided, which has a deformation tube 13a.
  • the deformation tube 13a is clamped between conical rings 13b and a ring segment 16 on the one hand and a face plate 13c on the other hand.
  • the face plate 13c is in this example via four screws 17 turn firmly connected to the base plate 2.
  • the structure of the second articulated arm 20 is mirror-symmetrical with respect to the joint plane to the structure of the first articulated arm 10.
  • the joint plane is the vertical plane that runs through the pivot axis Z defined by the joint pin 31 and common to the joint arrangement.
  • joint assembly runs in normal driving the power flow from the first to the second car body on the base plate 2 of the first car body, the screws 17 of the first articulated arm 10 on the cart side End section integrated, destructively trained energy-absorbing element 13a, the front plate 13c, the deformation tube 13a, the yoke 15 to the pivot pin 31 and integrated in the joint bearing, regeneratively trained energy dissipation element (Spreheatrolastiklager), which in Fig. 1a is not explicitly shown.
  • the power flow continues from the spherical plain bearing or pivot pin 31 to the second joint head formed as a joint eye at the front end portion 22 of the second articulated arm 20 and finally via the integrated in the cart box end portion of the second articulated arm 20, destructive energy dissipation element to the base plate 4 (not explicitly shown) second car body.
  • the shortening of the first and second articulated arms 10 and 20 caused by the plastic deformation of the respective deformation tubes 13a and 23a has the direct result that the end faces of the respective car bodies or the associated base plates 2 and 4 of the respective car bodies relative to each other in the longitudinal direction of the hinge assembly move.
  • the amount of displacement maximally effected in energy consumption is referred to herein as "longitudinal stroke" or "stroke”.
  • the in Fig. 1a shown joint arrangement of occurring during energy consumption AidHub from the individual longitudinal strokes of the respective integrated in the first and second articulated arm 10 and 20, destructively trained energy absorbing elements 13 and 23 and the single longitudinal stroke provided in the joint bearing, regeneratively trained energy absorbing element (elastomer element) together.
  • the force flow to be transmitted between the adjacent car bodies must be transmitted directly through the respective base plates 2 and 4, via the with the articulated arms 10 and 20 and only a predeterminable maximum flow of force may be directed to the hinge joint formed joint connection so that a predictable and especially predefined event sequence in the event of a crash can be achieved.
  • Fig. 1b a case is shown in which in the joint assembly according to Fig. 1a the maximum operating load is exceeded, ie in which the deformation tubes integrated in the respective articulated arms 10 and 20 have already absorbed part of the forces to be transmitted by plastic deformation.
  • stop members 402 and 404 are provided which abut each other after exhausting the maximum longitudinal stroke, ie after exceeding the operating load of integrated in the joint assembly energy dissipation device, so that about these stop members 402 and 404 a direct connection between the respective base plates 2 and 4 is formed.
  • the forces to be transmitted by the joint arrangement are then transmitted directly via this direct connection, so that the energy dissipation device integrated in the joint arrangement is almost completely removed from the force transmission path of the joint arrangement.
  • This procedure is mandatory for joint arrangements in order to be able to realize a predictable event sequence in the event of a crash.
  • it is necessary to transmit the essential portion of the tensile and impact forces occurring in the event of a crash directly beyond the base plates 2 and 4 after exceeding the total operating load of the energy dissipation device integrated in the joint arrangement.
  • the present invention is based on the problem that in a conventional hinge assembly, in which an energy dissipation device is integrated in the form of a regenerative and / or destructive trained energy absorbing element, and which therefore has a designated maximum stroke, to the respective base plates of the car bodies specifically the respective integrated in the associated articulated arm energy absorbing elements adapted stop elements must be arranged so that in a crash, a direct power transmission between the respective base plates of the car bodies is possible.
  • an articulated arm in which a destructively trained energy-absorbing element, such as a deformation tube is integrated, and at its associated base plate a correspondingly adapted stop element is formed to connect to a second articulated arm, in which no destructively designed energy dissipation element is integrated, and there is no stop element on the associated base plate.
  • a destructively trained energy-absorbing element such as a deformation tube
  • a correspondingly adapted stop element is formed to connect to a second articulated arm, in which no destructively designed energy dissipation element is integrated, and there is no stop element on the associated base plate.
  • the present invention seeks to further develop a hinge assembly of the type mentioned above, that regardless of the question whether or not in the second articulated arm a destructive energy absorbing element is integrated, i. regardless of the maximum provided longitudinal stroke of the second articulated arm, a joint arrangement is possible in which when exceeding the total operating load in the joint assembly total provided energy dissipation basically a direct power transmission between the two base plates of the adjacent car bodies is possible.
  • a joint arrangement is to be specified in which the first articulated arm can be connected both to a second articulated arm, in which no destructive energy dissipation element is provided, as well as to a second articulated arm is connectable, in which a destructive energy dissipation element is integrated, in both cases In a crash, a direct power transmission between the associated base plates is possible.
  • the hinge assembly further comprises a stop element, which is arranged substantially rigidly on the front end portion of the first link arm and first stop surfaces, which face the base plate of the second car body.
  • the stop element is designed so that the distance between the first stop surfaces and the base plate of the second car body corresponds at least to the at least the maximum occurring during energy consumption by the regenerative energy dissipation element longitudinal stroke. More specifically, in the latter preferred embodiments, when a hinge assembly is used after combination 1 or combination 2, i. E.
  • the distance between the first abutment surfaces and the base plate of the second car body is identical to the intended for energy consumption by the regenerative trained energy absorbing element alone maximum stroke, since the base plate of the second car body in the event of a crash by a maximum of thisthsbettag in the direction of the joint plane relatively moved.
  • the stop element is arranged substantially rigidly on the first condyle or connected thereto.
  • substantially rigid as used herein is meant any compound which, in comparison to e.g. an elastic compound has only a low elasticity. This is to be understood in particular as those compounds in which the stop element is mounted with a low elasticity at the front end portion of the first articulated arm.
  • the energy dissipation device of the joint arrangement further comprises a destructively designed energy dissipation element, in particular a deformation tube or the like, which is integrated in the second articulated arm such that the force flow occurring during normal driving operation and from the joint arrangement transmitted tensile and impact forces from the base plate of the first car body via the first articulated arm, the joint bearing with the pivot pin, the second articulated arm and integrated in the second articulated arm, preferably destructively trained energy absorbing element to the base plate of the second car body and vice versa running.
  • a destructively designed energy dissipation element in particular a deformation tube or the like
  • the stop element is designed so that the distance between the first stop surfaces and the base plate of the second car body corresponds to the longitudinal stroke, the maximum occurs when consumed energy by the regenerative trained energy absorbing element and integrated in the second articulated arm at least one energy absorbing element.
  • the energy dissipation device of the articulated arrangement in which a destructively designed energy dissipation element is integrated in the second articulated arm, it is also conceivable according to a preferred further development of the invention for the energy dissipation device of the articulated arrangement to have a destructively designed energy dissipation element, in particular a deformation tube or the like is integrated in the first articulated arm such that the force flow of the occurring during normal driving and transmitted by the joint arrangement tensile and impact forces of the base plate of the first car body on the first articulated arm and in the first Articulated arm integrated, preferably destructively trained energy-absorbing element, the joint bearing with the pivot pin and the second articulated arm (and optionally provided in the second articulated arm, preferably destructively trained energy dissipation) to the base plate of the second car body and vice versa running.
  • the stop element is provided that this further comprises second stop surfaces, which face the base plate of the first car body.
  • the stop element should be designed so that the distance between the second stop surface and the base plate of the first car body corresponds to the longitudinal stroke, which occurs in Energyvetzeht by the at least one energy absorbing element integrated in the first articulated arm maximum.
  • these are joint arrangements according to the second or fourth combination (combination 2 and 4), in which therefore at least one preferably destructively designed energy dissipation element is integrated in the first articulated arm.
  • the stop element is designed in such a way that after exhausting the maximum of the energy consumption consumable by the energy dissipation device Hubs a substantial part of the power flow of between the Car bodies to be transmitted forces are passed directly from the base plate of the first car body on the stop element on the base plate of the second car body, being passed over the articulated joint formed with the articulated arms, the spherical plain bearings and the pivot joint only a predetermined maximum flow of force.
  • the energy dissipation means provided in the entire joint arrangement, i. after exhausting the maximum predetermined total stroke, in the power transmission between the adjacent car bodies a defined and predictable event sequence possible.
  • the optionally destructively formed energy dissipation elements which are optionally integrated in the respective articulated arms, it is preferably provided that these are designed to dissipate energy only at a definable response force, in particular by plastic deformation, whereby the overall length of the respective articulated arm is shortened by this plastic deformation , which contributes to the overall stroke of the joint assembly.
  • the advantage of such energy dissipation elements is that they have a substantially rectangular characteristic curve, which ensures maximum energy absorption after the energy dissipation element has responded.
  • other energy-absorbing elements such as, for example, hydrostatically operating energy-absorbing elements, are also conceivable here.
  • abutment element is substantially rigidly connected to the base plate of the first vehicle body.
  • the first condyle has a joint fork and the second condyle has a joint eye which is designed to be complementary to the articulated fork, whereby the articulated fork and the joint eye are attached the pivot pin are rotatably connected to each other.
  • the joint fork has a joint fork and the second condyle has a joint eye which is designed to be complementary to the articulated fork, whereby the articulated fork and the joint eye are attached the pivot pin are rotatably connected to each other.
  • the first articulated arm according to the combinations 1 or 3 regardless of the question of whether or not in the second articulated arm a preferably destructively designed energy absorbing element is integrated, can be connected to the second articulated arm, wherein in the event of a crash the direct power transmission between the respective base plates of the adjacent car bodies is ensured.
  • a first articulated arm in which (as described above) the stop element is arranged at its front end portion, to connect with a second articulated arm so that even in a crash, a direct power transmission between the respective base plates is made possible, in particular it does not matter whether or not the second articulated arm is provided with a destructively designed energy absorbing element.
  • the modularity of the hinge arms used in the joint assembly can be ensured, whereby a faster and feasible without major alterations work coupling of the respective articulated arms is made possible during operation of the joint assembly.
  • Fig. 1a shows a known from the prior art joint assembly according to the combination 4 in normal driving, ie, a hinge assembly in which in both the first link arm 10 and the second link arm 20 as destructively designed energy absorbing elements each have a deformation tube 13a and 23a are provided.
  • Fig. 1b is the in Fig. 1a shown hinge assembly shown in a crash.
  • the conventional solution stop elements 402 and 404 are respectively arranged on the respective base plates 2 and 4 of the first and second car body (not explicitly shown), which in normal driving operation (see FIG Fig. 1a ) are spaced apart, and which in the event of a crash and after exhaustion of the provided in the joint assembly energy dissipation device, maximum energy consumption abut each other and thus enables a direct power transmission between the respective base plates 2 and 4 of the associated car bodies. It is in the in the FIGS.
  • Fig. 2 is a preferred embodiment of the hinge assembly 1 according to the invention provided according to the first combination, in which therefore the first articulated arm 10 and the second articulated arm 20 are each designed without preferably destructively designed energy absorbing element.
  • the first articulated arm 10 is connected with its carriage box-side end portion directly to the base plate 2 of the first car body (not shown). In detail, the carriage box-side end section of the first articulated arm 10 passes directly into the base plate 2.
  • a first condyle 15 in the form of a yoke is executed.
  • the second articulated arm 20 is connected in the same way with its carriage box-side end portion directly to the base plate 4 of the (second) car body.
  • a second condyle 25 complementary to the first condyle 15 is provided, which in the preferred embodiments according to the invention is designed as a joint eye.
  • the two rod ends 15 and 25 are connected to a pivot pin 31 about a common axis Z hinged together.
  • the pivot pin 31 passes through the provided on the front end portion 22 of the second link arm 20 hinge eye 25, wherein between the pivot pin 31 and the respective rod ends 15 and 25 at least partially a hinge bearing 30 is provided.
  • This joint bearing 30 has a in Fig. 2 not explicitly illustrated regeneratively trained energy dissipation element, so that the hinge bearing used in the joint assembly 1 according to the invention is a bearing of the elastomeric bearing type, in particular a sphero-elastic bearing.
  • Fig. 2 illustrated hinge assembly 1 according to the first combination has a longitudinal stroke, which is determined solely by the stroke length of the provided in the joint bearing 30 elastomer element.
  • the forces to be transferred between the adjacent bodies flow from the base 2 of the first body via the first rod 15, the pivot bearing 30, the pivot 31, the second rod 25 and the second link 20 to the base 4 of the second car.
  • the forces to be transmitted flow equally from the first base plate 2 the first articulated arm 10 and the joint bearing 30 with the pivot pin 31 to the second articulated arm 20 and then directly into the base plate 4 of the second car body.
  • the first articulated arm 10 of FIG Fig. 2 shown preferred embodiment of the hinge assembly 1 according to the invention according to the combination 1, a stop member 40, which is arranged substantially rigidly on the front end portion 12 of the first link arm 10, and which has first stop surfaces 44 which face the base plate 4 of the second car body. It is provided that the stop element 40 in the joint assembly 1 according to Fig. 2 relative to the joint plane defined by the pivot bearing 30 and the pivot pin 31, which is a vertical plane in which the pivot axis Z fixed to the pivot pin 31 is located substantially fixedly.
  • Fig. 2 a case is shown in which the stop member 40 is substantially flanged or arranged on the base plate 2 of the first car body substantially.
  • the stop element 40 in the in Fig. 2 shown embodiment is substantially rigidly connected to the first condyle 15.
  • a crash case is at the in Fig. 2 shown hinge joint 1 - as explained above - the power flow through the respective articulated arms 10 and 20 directly into the associated base plates 2 and 4 passed.
  • the arranged on the first joint head 15 stop member 40 is doing no power transmission function. This is not absolutely necessary in the case of the joint arrangement 1 according to the combination 1, because in no articulated arm 10 or 20 a destructively designed energy dissipation element is provided, which in the event of a crash is to be taken from the power flow to be transmitted between the vehicle bodies.
  • the stopper member 40 has a power transmission function in a case when the in Fig. 2 shown first articulated arm 10 is connected to a second articulated arm 20, in which, for example, on the carriage box-side end portion of the articulated arm, a destructively trained energy absorbing element is integrated. Such a case is in the FIGS. 3a and 3b shown.
  • Fig. 3a shows a preferred embodiment of the hinge assembly 1 according to the invention according to the combination 3, in which therefore the first articulated arm 10 is identical to the first articulated arm of the joint assembly 1 according to Fig. 2 is, and in which in the second articulated arm 20, a preferably destructively designed energy dissipation element is integrated.
  • the second articulated arm 20 of FIG Fig. 3a shown hinge assembly 1 at its front end portion a hinge eye 25, which is connected via the pivot pin 31 and the (not explicitly shown) hinge bearing 30 with the first articulated arm 10.
  • a destructively designed energy dissipation element is provided in the carriage box-side end portion 21 of the second articulated arm 20.
  • this energy dissipation element consists of a deformation tube 23 a, which in the in Fig. 3a shown normal driving between a cone ring 23b and a face plate 23c is biased.
  • the cone ring 23b is held by means of ring segments 26.
  • the front plate 23c is connected via a total of four screws 27 to the base plate 4 of the second car body.
  • the joint arrangement 1 By providing a destructively designed energy dissipation element 23 in the second articulated arm 20, the joint arrangement 1 according to FIG Fig. 3a a total stroke, which is composed of the elastomeric bearing hub and the maximum longitudinal displacement stroke of the deformation tube 23a.
  • Fig. 3a is a state of the hinge assembly 1 shown in normal driving.
  • the forces to be transmitted flow from the base plate 2 of the first car body via the first articulated arm 10 and the joint bearing 30 with the pivot pin 31 to the second condyle 25 of the second articulated arm 20.
  • the power flow flows through the screws 27 to the base plate 4 of the second car body.
  • Fig. 3b a case is shown in which the operating load of the in Fig. 3a shown joint assembly 1 provided energy dissipation device (elastomer element in the joint bearing 30 and energy dissipation element in the second articulated arm 20) is exhausted.
  • energy dissipation device provided in total L Lucassverschiebungshub is utilized.
  • the power flow can be transmitted directly from the base plate 2 of the first car body to the base plate 4 of the second car body and vice versa.
  • the power flow (as in normal driving according to Fig. 3a ) is still completely guided by the energy-absorbing element integrated in the second articulated arm 20.
  • the stop element 40 is provided on the first articulated arm 10. As in Fig. 3b shown, abut in a crash, the first stop surfaces 44 of the stop member 40 to the base plate 4 of the second car body, so that after utilization of the total stroke provided in the joint assembly 1 energy dissipation of the power directly from the base plate 2 of the first car body on the stop member 40 the base plate 4 of the second car body (and vice versa) is passed.
  • Fig. 4a is a preferred embodiment of the hinge assembly 1 according to the invention shown in accordance with the combination 2 in normal driving.
  • the first articulated arm 10 has a wagenkasten detergenten end portion 11 of the first articulated arm 10 integrated deformation tube 13a.
  • the first condyle 15 is again attached in the form of a hinged fork.
  • the structure and integration of the provided in the first articulated arm 10 destructive energy dissipation element 13 correspond to the structure and integration of the corresponding energy dissipation element in the in Fig. 3a shown hinge assembly 1.
  • hinge assembly 1 differs from the hinge assembly described above len in that here the stop member 40 is also provided with second stop surfaces 42 in addition to the first in the direction of the base plate 4 of the second car body facing stop surface 44 facing in the direction of the base plate 2 of the first car body ,
  • the distance between the second stop surfaces 42 and the base plate 2 of the first car body is selected so that it is identical to the single stroke of the integrated in the first articulated arm 10 deformation tube 13a.
  • Fig. 4b is the hinge assembly 1 according to Fig. 4a shown in a crash.
  • the crash situation is characterized by the fact that the energy dissipation element integrated in the first articulated arm 10 has already responded and that the deformation tube 13a has absorbed a certain amount of energy due to plastic deformation. Due to the plastic deformation of the deformation tube 13a, the distance between the first joint head 15 and the base plate 2 of the first car body has been shortened.
  • the power flow to be transmitted between the car bodies can flow directly from the base plate 2 of the first car body to the base plate 4 of the second car body, bypassing the already plastically deformed deformation tube 13a, is provided in the hinge assembly 1 according to the invention after exhaustion of the provided by the energy dissipation device in the joint assembly 1 Lekssverschiebungshubes the base plate 2 of the first car body abuts the second stop surface 42 of the stop element 40, so that the power flow directly from the base plate 2 via the stop element 40 on the second articulated arm and thus directly on the Base plate 4 of the second car body is transferable.
  • Fig. 4c is the in Fig. 4a shown joint assembly 1 according to the combination 3 shown in a longitudinal sectional view.
  • the construction of the energy-absorbing element integrated in the carriage-box-side end section 11 of the first articulated arm 10 can be recognized.
  • the pivot pin 31 is mounted in the hinge eye of the second car body 20.
  • the joint bearing 30 is formed, which has an elastomer filler 33 which serves as a regenerative energy absorbing element for absorbing the shocks and forces occurring in normal driving.
  • Fig. 5a and in Fig. 6a are each shown with different perspectives a preferred embodiment of the hinge assembly 1 according to the invention according to the combination 4 in normal driving. It can be seen that in this joint arrangement 1, the first articulated arm identical to the first articulated arm of the reference to the FIGS. 4a to 4c previously described joint assembly 1, while the second articulated arm 20 is identical to the second articulated arm with reference to FIGS FIGS. 3a and 3b previously described hinge assembly 1 is.
  • the stop element 40 provided on the front end section 12 of the first articulated arm 10 is identical to the stop element 40 according to the in FIG Fig. 4a formed embodiment described.
  • the distance between the first stop surfaces 44 of the stop element 40 and the end plate 4 of the second car body which in Fig. 5a denoted by the reference numeral "d2" corresponds to the L Lucassverschiebungshub provided in the second articulated arm 20, destructively designed energy absorbing element 23 and the elastomeric bearing hub.
  • the reference numeral "d1" designated distance between the second stop surfaces of the stop member 40 and the base plate 2 of the first car body with the maximum integrated in the first articulated arm 10 energy dissipation element 13 deformation stroke.
  • FIGS. 5b and 6b are each states of the in the FIGS. 5a or 6a shown joint assembly 1 shown in a crash situation.
  • the respective abutment surfaces 42 and 44 of the stop member 40 abut against the associated base plates 2 and 4 of the respective car bodies after the maximum allowable total longitudinal displacement stroke of the joint assembly 1 has been exhausted.
  • the power flow to be transmitted directly from the Base plate 2 of the first car body via the stopper member 40 on the base plate 4 of the second car body (and vice versa) is transmitted, both in the first and in the second articulated arm 10 and 20, the already plastically deformed deformation tubes 13a and 23a substantially completely transferred from the Power flow are taken.
  • a driver element 50 are each provided at the lower region of the stop member 40.
  • This driver element 50 is in engagement with a corresponding complementarily formed receptacle in a (not explicitly shown) bogie when the hinge assembly 1 according to the invention is used in combination with a bogie, such as a Jakobs bogie, for connecting adjacent car bodies of a rail vehicle.
  • both a second articulated arm with integrated energy absorbing element and without integrated energy dissipation element can be connected, in principle by the provision of the stop element it is ensured that in a crash, the power flow is possible directly from the base plate of the first car body to the base plate of the second car body, bypassing an optionally provided in the joint assembly 1 energy dissipation element.
  • the embodiment of the invention does not apply to the in the FIGS. 2 to 6 described embodiments is limited, but also in a variety of variants is possible.
  • the type and arrangement of the (integrated) energy dissipation elements optionally provided in the respective articulated arms may be different from the illustrated arrangements.
  • correspondingly regeneratively designed energy-absorbing elements can be provided in the respective articulated arms, in addition to the regeneratively designed energy dissipation element provided in the articulated bearing. It is also conceivable, of course, not only to use an energy dissipation element but a plurality of energy dissipation elements in the respective articulated arms.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Vehicle Body Suspensions (AREA)
  • Handcart (AREA)
  • Replacement Of Web Rolls (AREA)
  • Tents Or Canopies (AREA)
  • Road Paving Structures (AREA)
  • Quick-Acting Or Multi-Walled Pipe Joints (AREA)
  • Superstructure Of Vehicle (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Prostheses (AREA)
EP06015897A 2006-07-31 2006-07-31 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen Active EP1884434B1 (de)

Priority Applications (7)

Application Number Priority Date Filing Date Title
DK06015897T DK1884434T3 (da) 2006-07-31 2006-07-31 Ledanordning til en leddelt forbindelse af to indbyrdes tilstödende vognkasser
EP06015897A EP1884434B1 (de) 2006-07-31 2006-07-31 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen
PL06015897T PL1884434T3 (pl) 2006-07-31 2006-07-31 Układ przegubu do przegubowego łączenia dwóch sąsiednich nadwozi wagonowych
DE502006001773T DE502006001773D1 (de) 2006-07-31 2006-07-31 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen
AT06015897T ATE410351T1 (de) 2006-07-31 2006-07-31 Gelenkanordnung zum gelenkigen verbinden von zwei benachbarten wagenkästen
ES06015897T ES2314795T3 (es) 2006-07-31 2006-07-31 Conjunto articulado para la union articulada de dos cajas de vagon contiguas.
NO20073916A NO334220B1 (no) 2006-07-31 2007-07-25 Leddet anordning for leddet forbindelse av to nabovognkasser

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06015897A EP1884434B1 (de) 2006-07-31 2006-07-31 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen

Publications (2)

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EP1884434A1 EP1884434A1 (de) 2008-02-06
EP1884434B1 true EP1884434B1 (de) 2008-10-08

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EP06015897A Active EP1884434B1 (de) 2006-07-31 2006-07-31 Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen

Country Status (7)

Country Link
EP (1) EP1884434B1 (es)
AT (1) ATE410351T1 (es)
DE (1) DE502006001773D1 (es)
DK (1) DK1884434T3 (es)
ES (1) ES2314795T3 (es)
NO (1) NO334220B1 (es)
PL (1) PL1884434T3 (es)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017114376A1 (de) 2017-06-28 2019-01-03 Axtone S.A. Gelenkanordnung für ein Drehgestell umfassend zumindest ein Deformationselement und ein Verfahren zur Energieumwandlung
DE102018101043A1 (de) 2017-08-11 2019-02-14 Axtone S.A. Gelenkanordnung, Konusgewindering, Verfahren zur Herstellung einer bei Überlast lösbaren Befestigung eines Schneidwerkzeuges sowie Verfahren zur Energieumwandlung mittels einer Gelenkanordnung
DE102023104207A1 (de) 2022-02-21 2023-08-24 Voith Patent Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges
DE102022110742A1 (de) 2022-05-02 2023-11-02 Voith Patent Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3837148B1 (de) * 2018-08-16 2022-08-10 Voith Patent GmbH Gelenkanordnung zum gelenkigen verbinden von zwei benachbarten wagenkästen eines spurgeführten fahrzeuges
CA3134432A1 (en) 2019-03-26 2020-10-01 Axtone Spolka Akcyjna Flexible clamp

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT211419Z2 (it) * 1987-03-10 1989-03-06 Cima Dispositivo di aggancio applicabile su carrelli ferroviari, perl'accoppiamento tra vetture a trasporto bimodale appositamente predisposte.
ES2203569T3 (es) * 2001-09-17 2004-04-16 VOITH TURBO SCHARFENBERG GMBH & CO. KG Articulacion de acoplamiento.
SE526056C2 (sv) * 2003-09-10 2005-06-21 Dellner Couplers Ab Krockskydd för rälsfordonskopplingar samt en med ett dylikt krockskydd utförd länkanordning för permanent hopkoppling av två rälsfordonsenheter
DE202005004502U1 (de) * 2005-03-17 2005-05-19 Faiveley Transport Remscheid Gmbh Zug- und Stoßvorrichtung für Mittelpufferkupplungen von Schienenfahrzeugen

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017114376A1 (de) 2017-06-28 2019-01-03 Axtone S.A. Gelenkanordnung für ein Drehgestell umfassend zumindest ein Deformationselement und ein Verfahren zur Energieumwandlung
WO2019002427A1 (en) 2017-06-28 2019-01-03 Axtone S.A. JOINT ARRANGEMENT AND METHOD FOR ENERGY CONVERSION
RU2741665C1 (ru) * 2017-06-28 2021-01-28 Акстон С.А. Соединительное устройство и способ преобразования энергии
DE102018101043A1 (de) 2017-08-11 2019-02-14 Axtone S.A. Gelenkanordnung, Konusgewindering, Verfahren zur Herstellung einer bei Überlast lösbaren Befestigung eines Schneidwerkzeuges sowie Verfahren zur Energieumwandlung mittels einer Gelenkanordnung
WO2019030374A1 (en) 2017-08-11 2019-02-14 Axtone S.A ARTICULATED COUPLING, CONICAL THREADED RING, METHOD FOR PRODUCING CUTTING TOOL HOLDER, DISOLIDARIZING SUPPORT WHEN OVERLOADED, AND METHOD OF ENERGY CONVERTING USING ARTICULATED COUPLING
DE102023104207A1 (de) 2022-02-21 2023-08-24 Voith Patent Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges
WO2023156674A1 (de) 2022-02-21 2023-08-24 Voith Patent Gmbh Gelenkanordnung zum gelenkigen verbinden von zwei benachbarten wagenkästen eines spurgeführten fahrzeuges
WO2023156673A1 (de) 2022-02-21 2023-08-24 Voith Patent Gmbh Gelenkanordnung zum gelenkigen verbinden von zwei benachbarten wagenkästen eines spurgeführten fahrzeuges
DE102023104201A1 (de) 2022-02-21 2023-08-24 Voith Patent Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges
DE102022110742A1 (de) 2022-05-02 2023-11-02 Voith Patent Gmbh Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges
WO2023213770A1 (de) 2022-05-02 2023-11-09 Voith Patent Gmbh Gelenkanordnung zum gelenkigen verbinden von zwei benachbarten wagenkästen eines spurgeführten fahrzeuges

Also Published As

Publication number Publication date
ATE410351T1 (de) 2008-10-15
PL1884434T3 (pl) 2009-04-30
ES2314795T3 (es) 2009-03-16
DE502006001773D1 (de) 2008-11-20
NO334220B1 (no) 2014-01-13
DK1884434T3 (da) 2009-02-16
EP1884434A1 (de) 2008-02-06
NO20073916L (no) 2008-02-01

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