EP3105098A1 - Liaison articulée pour véhicule ferroviaire - Google Patents

Liaison articulée pour véhicule ferroviaire

Info

Publication number
EP3105098A1
EP3105098A1 EP15741835.1A EP15741835A EP3105098A1 EP 3105098 A1 EP3105098 A1 EP 3105098A1 EP 15741835 A EP15741835 A EP 15741835A EP 3105098 A1 EP3105098 A1 EP 3105098A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
portal
car body
center portal
joint
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15741835.1A
Other languages
German (de)
English (en)
Other versions
EP3105098B1 (fr
Inventor
Friedrich Vemmer
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.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL15741835T priority Critical patent/PL3105098T3/pl
Publication of EP3105098A1 publication Critical patent/EP3105098A1/fr
Application granted granted Critical
Publication of EP3105098B1 publication Critical patent/EP3105098B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles

Definitions

  • the invention relates to a rail vehicle with at least one supported on a chassis center portal a first and a second superstructure, wherein the first and the second car body are respectively hinged to the central gantry ver ⁇ prevented.
  • Rail vehicles with two articulated via a center portal car bodies, which center portal is supported on a, two car bodies common Jacobs bogie, for example, from DE 198 19 927 AI or DE 1 142 894 B become known.
  • the joints between the center portal and the car bodies are each designed so that pitching and / or pivoting movements between the center portal and one of the car bodies are allowed. If the bodies of rail vehicles with Jacob's bogies are rigidly connected with each other, this can lead to high wheel load redistributions when driving on large track distortions.
  • the use of a 4-point control for level control of air springs as secondary springs can cause additional Radlastumverottien during slow driving on a track warp.
  • the secondary suspension can be made slightly unstable and thus the wheel load redistributions can be reduced, but this is accompanied by a reduced tilting safety.
  • the CH 359733 A and DE 10 2004 014 903 AI show rail vehicles with a, arranged between two car bodies middle car body, which is litter-like supported on the two adjacent car bodies, without being directly supported on a bogie.
  • the Ge ⁇ steering connections between the middle car body and the adjacent car bodies are designed so that rolling and / or pivoting movements are permitted between them, wherein the rolling movements are coupled to each other, so that set predetermined roll angle.
  • a rail vehicle according to the invention comprises at least one center portal supported on a chassis.
  • it comprises a first and at least one further, two ⁇ th car body.
  • To execute at least one pivoting movement to the center portal both the first car body, and the second car body are each hingedly connected to the center portal.
  • a rail vehicle is generally a track-guided driving ⁇ convincing.
  • a rail vehicle according to the invention is, in particular, a rail vehicle of passenger traffic, for example local passenger transport. It is designed as a low-floor vehicle or as a high-floor vehicle. It has at least two articulated car bodies, which are articulated to one another via a center portal. Developed, it has several articulated car bodies. According to a further development, a plurality center portals can be vorgese ⁇ hen, by means of which each two adjacent Wagen tannins- th hingedly connected.
  • the at least one center portal is disposed between the first and second car bodies which are adjacent to the center portal. It is based on a chassis, in particular a bogie. If several mid portals vorgese ⁇ hen this particular one bogie can also each be supported on a chassis.
  • the chassis or in particular the bogie on which the center portal is supported also serves to support the first and second car body. Both car bodies use this chassis or bogie together.
  • Such a bogie which is common to both car bodies, is also referred to as a Jacobs bogie.
  • the bodies are as already mentioned in such a way hingedly connected to the central gantry that rolling movements between the car bodies and the central gantry about a vehicle longitudinal axis ⁇ are permitted.
  • the joints of the car bodies with the center portal are suitable, Schwenkbewe ⁇ conditions to allow a vehicle vertical axis.
  • the joints of the car bodies can be designed with the center portal suitable Nick movements to one Permit vehicle transverse axis.
  • One embodiment provides that only one articulated connection is designed to permit pitching movements, while the other one is designed to be pitch-resistant.
  • a hinge connection which allows both a roll and a pivoting movement between the center portal and the corresponding car body, can also be referred to as a swivel-roll joint. If such a joint connection additionally permits a pitching movement between the center portal and the corresponding body, then this can be referred to as a swivel-pitch-roll joint.
  • each car body further developed with the center portal on each of a lower and an upper joint as a hinge connection.
  • the lower joint is then for example each implemented as sphäri ⁇ ULTRASONIC joint.
  • This allows not only Schwenkbewe ⁇ conditions and rolling and / or pitching movements, when the upper joint is designed accordingly as a swivel-roll joint or as a swivel-pitch or even as a swivel-pitch-roll joint.
  • the upper joint is at least each soft, so soft in the vehicle transverse direction.
  • Wankstützmomenten M wi M and W 2 can thereby be formed by mechanical, hydraulic or electromagnetic With ⁇ tel.
  • Hydraulic means act analogously as hydraulic transmissions.
  • electromagnetic means may serve, for example, electromagnetic actuators such as electric motors.
  • a first articulated connection between the center portal and the first carbody is a lower joint, in particular a spherical one
  • a second articulated connection between the center portal and the second vehicle body may comprise a lower joint, in particular a spherical joint, and an upper pivot-roll joint.
  • a first articulated connection between the central portal and the first vehicle body comprises a lower joint, in particular a spherical joint, and an upper pivot-Nick-Wank joint and / or that a second articulated connection between the center portal and the first vehicle body comprises a lower joint, in particular a spherical joint, and an upper pivot Nick-Wank joint.
  • the following statements mainly relate to an upper swivel-roll joint. However, this is not intended to preclude the presence of a swivel-pitch-roll joint.
  • the upper pivot-Wank joint may likewise comprise a sphe ⁇ innovative joint that is formed in the lateral direction movable borrowed, is slidably held, for example, in the vehicle transverse direction.
  • each of the two car bodies is supported via a spherical joint as a lower joint on the center portal and with respect to the common bogie.
  • the lower joint is stiff in the lateral direction.
  • the upper pivot-roll joint is designed to be yielding in the lateral direction.
  • the respective lower joint can in each case be arranged in the region of the central portal facing the lower, the chassis or the bogie.
  • the respective upper joint is in each case at the top, a roof of the rail vehicle region facing the central portal is arranged ⁇ .
  • a variant consists in that the respective lower joint is arranged in each case in the region of the floor of the rail vehicle below the passenger compartment of the respective car body.
  • the respective upper pivot-roll joint can then in turn be arranged above the passenger compartment of the corresponding car body.
  • Another option may lie therein ⁇ gen that the respective lower and / or upper joint between the center portal and the car body is arranged.
  • the un ⁇ tere joint is placed below the upper joint.
  • a further embodiment provides that the lower Ge ⁇ directing the first hinge connection between the central gantry, and the first body and the lower joint of the second hinge connection between the center portal and the second wagon body are arranged concentrically or of a common axis, in particular parallel to a vertical axis of the rail vehicle lie. Additionally or alternatively, in a staggered or pitch-free condition of the rail vehicle, the upper pivot-roll joint of the first articulation between the center portal and the first body and the upper pivot-roll joint of the second articulation between the center portal and the second body can be concentric be arranged or on a common axis, are in particular parallel to a vertical axis of the rail vehicle ⁇ zeugs.
  • the lower joint of the first articulated connection between the central portal and the first vehicle body and the upper pivot and roll joint of the first articulated connection between the center portal and the first vehicle body are arranged so that they are in a jerk and nickelle condition of the first car body to the center portal on a line parallel to a vertical axis of the Schienenfahr ⁇ zeugs lie.
  • the lower joint of the second articulated connection between the center portal and the second vehicle body and the upper pivot-articulated joint of the second articulated connection between the center portal and the second vehicle body can be arranged so as to be in a roll-and-pitch-free state of the second vehicle body lie to the center portal on a line parallel to a vertical axis of the rail vehicle.
  • both hinge connections arranged ent ⁇ speaking they thus lie on one another par- allel lines or even, according to one embodiment of the invention, on a common line, in particular a vertical axis of the rail vehicle. This pivotal movements of the joints of possible rolling or pitching movements are largely decoupled.
  • the lower joint can be designed as a spherical bearing in the sense of a design example.
  • the middle portal comprises a joint socket into which a further joint socket is rotatably mounted as part of the joint connection with a carriage body.
  • the hinge connection with the other car body then comprises a joint hip, which is rotatably mounted in the further articulation ⁇ pan.
  • Both joints are in particular arranged concentrically rotatable about the same vertical axis.
  • Another embodiment of the lower joint is that it comprises a turntable which is angeord ⁇ net by means of elastic elements, for example rubber bearings, at the center portal.
  • the turntable thus has at least a predetermined Verwindweeichheit.
  • the turntable is otherwise designed to run rigid and serves the pivoting movement.
  • the necessary degrees of freedom of movement for rolling and / or pitching motion are granted by the elastic elements.
  • the car bodies are connected also with ⁇ means of elastic beams, which have a predetermined torsional ⁇ softness with the turntables at the center portal.
  • the elastic elements are arranged as close as possible to the axis of rotation of the lower bearing, in particular in the longitudinal direction of the rail vehicle. However, they can be slightly laterally offset for connection of the first car body on one side of the rail vehicle and slightly laterally offset for connection of the second car box on the other side of the rail vehicle.
  • ⁇ ⁇ is, for example, from ⁇ selected from a range of 0.5 to 2, especially from 0.8 to 1.2.
  • c M can be selected analogously from a range of 0.5 to 2, in particular from 0.8 to 1.2.
  • c (p 1) The first and second roll angles are therefore equal to 1.
  • the middle portal is short in comparison to the car bodies. It has in comparison with the car bodies thus a much smaller length in the vehicle longitudinal direction. For example, it is not suitable for arranging seats for accommodating passengers. It then serves only as a passage.
  • the center portal has a smaller length in the vehicle longitudinal direction than the chassis or bogie on which it is supported, so that both car bodies are above the common bogie, if they have a common longitudinal axis, ie not to the center portal panned or nodded.
  • the chassis of the rail vehicle on which the Mit ⁇ tenportal is supported in particular with a high
  • Roll stiffness executed This can be achieved for example by ei ⁇ ne roll support.
  • the chassis can also have primary springs, which are designed with a high roll stiffness.
  • the center portal is further education supported by means of air springs as secondary springs on the chassis or the bogie.
  • air springs as secondary springs Radlastumver republicen be limited even in emergency mode, ie in case of failure of the air suspension, by the invention.
  • the chassis on which the center portal is supported, is equipped with a level control with a 4-point control.
  • first and / or the second car body are supported on a side facing away from the center portal side of the car body, so they can be designed with a high roll stiffness, and / or these trolleys can with a level control with a 4- Be equipped with point control.
  • the first and / or the second car body are supported on a side facing away from the center portal side of the car body, so they can be designed with a high roll stiffness, and / or these trolleys can with a level control with a 4- Be equipped with point control.
  • Roll rigidity can be achieved by anti-roll devices and / or the carriages or bogies of the rail vehicle have Pri ⁇ märfedern which are designed with a high Wanksteifheit ⁇ leads.
  • all bogies or bogies of the rail vehicle are designed with a high roll stiffness and / or equipped with a level control with a 4-point control.
  • the level control takes place in ⁇ example by means of air springs or hydropneumatic.
  • the joints of the car bodies with the center portal are coupled to each other via at least one coupling device, short coupling. As already stated above, this produces the functional relationships between the two roll angles ⁇ and q> 2 of the car bodies to the middle portal and / or between the two roll support moments M wi and M W 2.
  • Couplings can be mechanical, hydraulic or electromechanical.
  • a coupling of a mechanical nature which may also be referred to as a mechanical transmission, further forms a double-sided rotary lever mounted rotatably about a vertical axis on the central portal. This serves for the translation of the rolling movements of the first car body in a Chryslerge ⁇ continued rolling movement of the second carriage body and is formed entspre ⁇ accordingly suitable.
  • the hinge connections between the car bodies and the central gantry in each case at least one Len ⁇ Kerst attached, which are each mounted about a vertical axis of the rail vehicle ⁇ zeugs rotatably on different sides of the turning lever, and which of the slide ⁇ nenhuss rotatably ge respectively about a vertical axis at different car bodies - are stored.
  • the rotary lever serves as a deflection of the handlebars.
  • the axes of rotation, about which a handlebar is rotatably ⁇ aided on the rotary lever and on the other hand on the car body not identical, but they are parallel to each other.
  • the distances between the rotational axes of the guide rods the axis of rotation of the rotary lever are each equal to zero, in particular ⁇ sondere they are selected equal to or a function of the length of the guide rods so that a predetermined comparison ratio of the first roll angle to said second roll angle a ⁇ represents.
  • At least one handlebar can be designed adjustable in length.
  • the length adjustment can be done mechanically, for example via a double thread, by electric motor or hydraulically, for example by a hydraulic cylinder integrated in the handlebar and dividing its suspension points.
  • ⁇ For decoupling pivoting and pitching movements of the rotary lever in the region of an outer side of the central portal is arranged ⁇ may be, wherein the mounting of the handlebars on the Wa genhimsten takes place in a central position of the center portal.
  • the axis of rotation about which a handlebar is rotatably mounted on the cart ⁇ box is in a swivel, unsteady and nickITA state of the rail vehicle, in particular in a longitudinal center plane of the rail vehicle.
  • a mechanical coupling of the joints can be realized for example by a cable system.
  • the handlebars are replaced by ropes or chains.
  • a cable or chain guide comprises at least one guide roller mounted rotatably on the center portal.
  • a variant of the coupling of the joint connections is that they are fluidically coupled.
  • the fluidic coupling is in particular implemented by means of hydraulic cylinders, for example hydraulic synchronizing cylinders.
  • Another possibility is that the joints are coupled by an electric motor.
  • the coupling of the articulated joints of the car bodies with the center portal is designed such that a predetermined Ver ⁇ ratio of the first and the second roll angle is adjustable to each other.
  • it or at least one of the articulated joints may comprise an adjusting device to the car bodies in a wank- or nod-free state of the
  • Car bodies to the center portal to the center portal to align are already illustrated by the example of the stored at ei ⁇ nem double-sided rotary lever handlebars.
  • at least one handlebar rod is adjustable in length.
  • the ratio of the roll angle of the rotation lever can be formed Lan ⁇ genver hypo, by at least a distance of the axis of rotation is rotatably mounted on Drehhe ⁇ bel which a steering rod, to the rotational axis to be rotatably mounted on the central gantry which the rotary lever to vary.
  • a hydraulic adjustment of the roll angle and / or the alignment of the car bodies by hydraulic cylinders with different sized piston surfaces can be achieved.
  • the control of electric motors also allows the adjustment of the roll angle and / or the alignment of the car bodies.
  • the hinge connection includes a lower hinge and an upper pivot pitch-roll joint.
  • the articulated connections can in principle be of the same design, that is to say include, for example, an upper pivot-pitch-roll joint, in each case.
  • the pitch degree is then to block between the second car body and the center portal, for example by means of a trailing arm.
  • the hinge joints of the car bodies with the central gantry can be designed and are ge ⁇ coupled together such that a pitching movement of the first cheek box to the central gantry about a first pitch angle to a Nickbe ⁇ movement of the second car body to the central gantry by a predetermined, from the first pitch angle dependent, second pitch angle leads.
  • a pitching movement of the first cheek box to the central gantry about a first pitch angle to a Nickbe ⁇ movement of the second car body to the central gantry by a predetermined, from the first pitch angle dependent, second pitch angle leads.
  • the pitch angles can in turn be in a predetermined relationship to each other.
  • the ratio of the first pitch angle to the second is
  • the ratio of the first pitch angle to the second pitch angle be equal to a ratio of a chassis or bogie center distance of the first Wagenkas ⁇ least to a chassis or bogie center distance of the second car body, each based on the chassis or the bogie, on which the center portal is supported.
  • a damping device for damping a pitching movement of the first cheek box to the center portal and / or for damping a pitching movement of the second car body may be provided to the center portal.
  • Rail vehicle is provided that it comprises a current collector, which is arranged on the center portal.
  • FIG. 3 shows schematically an embodiment of a hinge connection according to the invention
  • FIG. 4 shows schematically a further embodiment of a hinge connection according to the invention
  • FIG. 5 shows schematically a further embodiment of a hinge connection according to the invention
  • FIG. 6 shows schematically a further embodiment of a hinge connection according to the invention
  • FIG. 7 shows schematically a further embodiment of a hinge connection according to the invention
  • FIG. 8 shows schematically a further embodiment of a hinge connection according to the invention
  • FIG. 9 shows schematically an embodiment of a lower joint of a hinge connection according to the invention.
  • FIG. 10 shows schematically an embodiment of a lower joint of a hinge connection according to the invention
  • FIG. 11 shows schematically a further embodiment of a hinge connection according to the invention
  • FIG. 12 shows schematically a further embodiment of a hinge connection according to the invention
  • Fig. 13 shows schematically a further embodiment of a hinge connection according to the invention.
  • a rail vehicle is shown schematically, with a supported on a chassis 4 center portal 3, a first hingedly connected to the center portal 3 car body 1 and a second articulated with the center portal 3 car body. 2
  • the first car body 1 and the second car body 2 are here additionally on a side facing away from the center portal 3 Be te on other trolleys 14 supported.
  • a vertical axis 8 of the rail vehicle runs in the vertical direction.
  • the articulated connections each comprise a lower joint 5 and an upper joint 6.
  • the lower and upper joints 5, 6 are in a nick- and unsteady state of the car bodies 1, 2 to the center portal 3 in the vertical axis 8 of the rail vehicle.
  • Fig. 3 shows schematically a hinge connection according to the invention in a first embodiment.
  • the car bodies 1, 2 are each articulated in such a way with the center portal 3 verbun ⁇ that rolling movements between the car bodies 1, 2 and the center portal 3 are allowed to a longitudinal axis and ei ⁇ ne roll motion of the first cheek box 1 to the center portal 3 to a first roll angle leads to a roll movement of the second car body 2 to the center portal 3 by a predetermined, dependent on the first roll angle, second roll angle.
  • the joints between the car bodies 1 and 2 and the middle portal 3 here in each case a lower joint 5 and an upper joint, which each comprise a Schwenkla ⁇ ger 16 and a handlebar 10.
  • the pivot bearing 16 and the lower joints 5 are in a nick and
  • the mutual coupling of the joints of the carriage boxes 1 and 2 with the central gantry 3 takes place here by means of a, about a vertical axis 8 of the rail vehicle rotatably ge ⁇ pitched, double-sided rotary lever 7 10 on both sides hingedly arranged on the turning lever 7 handlebars, the handlebars 10 are in turn, in each case via further pivot bearing 16 hingedly connected to the car bodies.
  • the handlebars 10 are part of the articulated joints of the car bodies 1 and 2 with the center portal 3.
  • the ratio of the amounts of ers ⁇ ten to the second roll angle is one.
  • the analogous to Fig. 3 constructed mechanical coupling of Ge ⁇ steering joints of FIG. 8 additionally comprises a damping device for damping a rolling motion of the first cheek box 1 to the center portal 3. By the mechanical coupling and the rolling motion of the second cheek box 2 to the center portal 3 is damped.
  • the coupling of the articulations comprises at least a rotatably mounted, double-sided rotary lever 7 to the translation of a rolling motion of the first vehicle body 1 in an opposite rolling motion of the second Wagenkas ⁇ least 2, wherein the articulated connections comprise at least in each case a guide rod 10, respectively to rotatably are mounted on un ⁇ different sides of the rotary lever 7 and which are each rotatably mounted on the different car bodies 1 and 2, wherein at least one handlebar 10 is formed by means of a hydraulic cylinder or an electric motor 21 adjustable in length.
  • FIG. 4 The joint connections in FIG. 4 are compared to the embodiment of FIG. 3 by a further rotary lever 17 gekop ⁇ pelt on the opposite side of the center portal 3. This is identical and with the Wagenkars ⁇ th in the same manner via handlebars 18 and the pivot bearing 16 may be connected.
  • the handlebars 18 between the other rotary lever 17 and the car bodies 1 and 2 can also be designed to be elastic.
  • the handlebars are replaced by cables 19 and the rotary lever by pulleys 12.
  • the deflection rollers 12 are rotatably arranged on the center portal 3 and act in the same way as a translation, so that a rolling movement of the first car body 1 in the direction of the arrow 13 leads to a rolling movement of the second car body 2 in the direction of the arrow 15.
  • the joints of the embodiment of Fig. 6 comprise two on the outer side of the center portal 3 mounted Hyd ⁇ raulikzylinder 11, which are fluidically coupled together.
  • the hydraulic lines 20 between the Hydraulikzylin- 11 are indicated by dashed lines. They serve the Druckaus ⁇ equal between the hydraulic cylinders 11 and thus lead to the coupling of the hydraulic cylinder 11 and thus for coupling the joints in such a way that a rolling motion of the first car body 1 by a first roll angle in the direction of arrow 13 to a rolling motion of the second car body 2 leads to a second roll angle in the direction of the arrow 15, wherein the second roll angle is dependent on the first roll angle.
  • Fig. 9 now shows an embodiment of the lower joints of the joints.
  • a joint socket 22 is arranged just above the bogie, not shown, in wel ⁇ che another joint socket 23 is rotatably mounted as part of the second joint connection with the second car body 2.
  • the articulated connection with the first vehicle body 1 then comprises a joint hip 24 which is located in the joint socket 23 is rotatably mounted. Both joints are arranged concentrically rotatable about the same vertical axis.
  • a further embodiment according to FIG. 10 of the lower joint is that it comprises a turntable 25, to which the car body is connected by means of elastic elements, for example rubber bearings.
  • the turntable 25 thus has at least a predetermined vermeliness.
  • the turntable 25 is otherwise executed verwindesteif and serves the pivoting movement. The necessary degrees of freedom of movement for rolling and / or pitching motion are granted by the elastic elements.
  • a pitching movement of the second car body 2 is blocked to the center portal 3 via a hingedly connected trailing arm 27, so that only the first car body 1 can perform a pitching motion, which is illustrated by the arrow 26 to the center portal 3.
  • both car bodies 1 and 2 can perform pitching movements towards the center portal.
  • the car bodies 1 and 2 are designed and coupled together such that a pitch ⁇ motion 26 dependent of the first cheek body 1 about a first pitch angle to a pitch movement 28 of the second car body 2 to the center portal 3 by a predetermined, from the first pitch angle to the central gantry 3, second Nick angle leads.
  • a Lemniskatenscher 29 is provided in a horizontal arrangement on the center portal 3. This is provided in addition to the joints shown in Fig. 3 to Fig. 8 and shown here only for the sake of clarity separately.
  • Lemniskatenscher 29 has in particular an axis of rotation, which lies in the vertical axis of the center portal 3, so that here again the first articulated connection between the center portal 3 and the first car body 1 and the second joint connection between the center portal 3 and the second car body 2 respectively are arranged concentrically.
  • the coupling of the articulated connections can also be fluidic with respect to pitch, as shown schematically in FIG. 13.
  • two via hydraulic lines 31 coupled hydraulic cylinder 30 are provided for coupling the pitching movements 26 and 18th
  • the lower joints 5 and the upper joints 6 of the two car bodies 1 and 2 are each arranged concentrically, so that they lie in a roll or pitch-free state of the rail vehicle in a common vertical axis.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un véhicule ferroviaire présentant au moins un couloir d'intercirculation (3) prenant appui sur un bogie (4), une première et une seconde caisse de wagon (1, 2), la première et la seconde caisse de wagon (1, 2) étant reliées de manière articulée au couloir d'intercirculation (3), les liaisons articulées des caisses de wagons (1, 2) avec le couloir d'intercirculation (3) étant configurées et couplées les unes aux autres de telle manière qu'un mouvement de roulis de la première caisse de wagon (1) relativement au couloir d'intercirculation (3) selon un premier angle de roulis entraîne un mouvement de roulis de la seconde caisse de wagon (2) relativement au couloir d'intercirculation (3) selon un second angle de roulis prédéterminé dépendant du premier angle de roulis.
EP15741835.1A 2014-04-17 2015-03-25 Liaison articulée pour véhicule ferroviaire Active EP3105098B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15741835T PL3105098T3 (pl) 2014-04-17 2015-03-25 Połączenie przegubowe dla pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014207471.1A DE102014207471A1 (de) 2014-04-17 2014-04-17 Gelenkverbindung für ein Schienenfahrzeug
PCT/EP2015/056435 WO2015158515A1 (fr) 2014-04-17 2015-03-25 Liaison articulée pour véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3105098A1 true EP3105098A1 (fr) 2016-12-21
EP3105098B1 EP3105098B1 (fr) 2019-05-01

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Family Applications (1)

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EP15741835.1A Active EP3105098B1 (fr) 2014-04-17 2015-03-25 Liaison articulée pour véhicule ferroviaire

Country Status (7)

Country Link
EP (1) EP3105098B1 (fr)
CN (1) CN206187035U (fr)
DE (1) DE102014207471A1 (fr)
ES (1) ES2739694T3 (fr)
PL (1) PL3105098T3 (fr)
TR (1) TR201908958T4 (fr)
WO (1) WO2015158515A1 (fr)

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DE102014219485A1 (de) * 2014-09-25 2016-03-31 Bombardier Transportation Gmbh Schienenfahrzeug mit Nickstützeinrichtung
AT518631B1 (de) * 2016-11-25 2017-12-15 Siemens Ag Oesterreich Gelenkfahrzeug
CN110104017A (zh) * 2019-04-30 2019-08-09 中车四方车辆有限公司 有轨电车
CN110406558A (zh) * 2019-08-05 2019-11-05 江苏远致达轨道交通发展有限公司 用于轨道车辆的铰接装置及轨道车
CN113771905B (zh) * 2021-09-28 2022-11-11 株洲中车特种装备科技有限公司 一种单轮对铰接式中间转向架

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DE19819927C2 (de) 1998-05-05 2003-04-17 Siemens Ag Einrichtung zum gelenkigen Verbinden von benachbarten Wagenkästen eines Schienenfahrzeuges, insbesondere für den Nahverkehr
DE102004014903A1 (de) 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
JP5127412B2 (ja) * 2007-11-16 2013-01-23 川崎重工業株式会社 車体間アンチロール装置及び鉄道車両
DE102008063768A1 (de) * 2008-12-22 2010-07-01 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen

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TR201908958T4 (tr) 2019-07-22
PL3105098T3 (pl) 2019-09-30
WO2015158515A1 (fr) 2015-10-22
EP3105098B1 (fr) 2019-05-01
CN206187035U (zh) 2017-05-24
ES2739694T3 (es) 2020-02-03

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