EP3105098B1 - Liaison articulée pour véhicule ferroviaire - Google Patents

Liaison articulée pour véhicule ferroviaire Download PDF

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Publication number
EP3105098B1
EP3105098B1 EP15741835.1A EP15741835A EP3105098B1 EP 3105098 B1 EP3105098 B1 EP 3105098B1 EP 15741835 A EP15741835 A EP 15741835A EP 3105098 B1 EP3105098 B1 EP 3105098B1
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EP
European Patent Office
Prior art keywords
rail vehicle
gantry
centre
rolling
joint
Prior art date
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Application number
EP15741835.1A
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German (de)
English (en)
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EP3105098A1 (fr
Inventor
Friedrich Vemmer
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Priority to PL15741835T priority Critical patent/PL3105098T3/pl
Publication of EP3105098A1 publication Critical patent/EP3105098A1/fr
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Publication of EP3105098B1 publication Critical patent/EP3105098B1/fr
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    • 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 car body, wherein the first and the second car body are each hingedly connected to the center portal.
  • 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.
  • the secondary suspension is indeed soft to train and thus reduce the Radlastumver whatsoever, but this is accompanied by a reduced tilting safety.
  • the CH 359733 A and the DE 10 2004 014 903 A1 on the other hand show rail vehicles with a, between two car bodies arranged middle car body, which is litter-like supported on the two adjacent car bodies, without being directly supported on a bogie.
  • the joints 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.
  • the document EP 2 199 174 A2 discloses a rail vehicle having a central carbody supported on a landing gear and two other vehicle bodies, each pivotally connected to the middle carbody, each connected to the middle carbody, such that their respective rolling movements are coupled to the middle carbody.
  • the invention has the object to provide a rail vehicle with reduced Radlastumver whatsoeveren and high security against tipping.
  • a rail vehicle comprises at least one center portal supported on a chassis.
  • it includes a first and at least one other, second 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 vehicle.
  • 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 hinged together via a center portal. Developed, it has several articulated car bodies. According to a further development, a plurality of center portals may be provided, by means of which in each case two adjacent car bodies are 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, especially a bogie. If several center portals are provided, these can also each be supported on a chassis, in particular a bogie.
  • 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 car bodies are connected in such an articulated manner to the center portal that rolling movements between the car bodies and the center portal are permitted around a vehicle longitudinal axis.
  • the joints of the car bodies with the center portal are suitable to allow pivoting movements about a vehicle's vertical axis.
  • the joints of the car bodies can be designed with the center portal suitable to allow pitching movements about a vehicle transverse axis.
  • the articulated connections of the car bodies with the center portal are designed and coupled to each other such that a pitching movement of the first cheek box to the center portal leads to a pitch pitch of the second car body to the center portal by a predetermined second pitch angle, which is dependent on the first pitch angle.
  • a pitching movement of the first cheek box to the center portal leads to a pitch pitch of the second car body to the center portal by a predetermined second pitch angle, which is dependent on the first pitch angle.
  • the pitch angles can in turn be in a predetermined relationship to each other.
  • the ratio of the first pitch angle to the second pitch angle is one.
  • the ratio of first pitch angle to second pitch angle may be equal to a ratio of a chassis or bogie center distance of the first car body to a chassis or bogie center distance of the second car body, respectively related to the chassis or the bogie to which the Center portal supported.
  • a damping device for damping a pitching movement of the first car body to the center portal and / or for damping a pitching movement of the second car body can be provided to the center portal.
  • a hinge connection which allows both a roll and a pivoting movement between the center portal and the corresponding car body, can also be used as a swivel-roll joint be designated. If such a hinge connection additionally permits a pitching movement between the center portal and the corresponding carbody, 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 executed, for example, each as a spherical joint.
  • This allows in addition to pivotal movements also rolling and / or pitching movements when the upper joint is designed according to a swivel-roll joint or as a swivel-pitch or even as a swivel-Nick-Wank joint.
  • the upper joint is at least each soft, so soft in the vehicle transverse direction.
  • the functional relationships between the two roll angles ⁇ 1 and ⁇ 2 of the car bodies to the center portal and between the two roll support moments M W 1 and M W 2 are generated by mechanical, hydraulic or electromagnetic means.
  • Mechanical means are, for example, mechanical gears.
  • Hydraulic means act analogously as hydraulic Transmission.
  • electromagnetic means may serve, for example, electromagnetic actuators such as electric motors.
  • 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-roll joint.
  • 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 includes 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-roll joint may also include a spherical joint, which is designed to be movable in the lateral direction, for example, is held displaceably 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 may be arranged in each case in the lower, the chassis or the bogie facing region of the center portal.
  • this is respective upper joint respectively arranged in the upper, a roof of the rail vehicle facing region of the center portal.
  • 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 in turn be arranged in each case above the passenger compartment of the corresponding car body.
  • Another option may be that the respective lower and / or upper joint between the center portal and the car body is arranged. The lower joint is placed below the upper joint.
  • a further embodiment provides that the lower joint of the first joint between the center portal and the first car body and the lower joint of the second joint between the center portal and the second car body are arranged concentrically or on 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 lie on a common axis, in particular parallel to a vertical axis of the rail vehicle.
  • 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 nick réelle condition of the first car body to the center portal lie on a line parallel to a vertical axis of the rail vehicle.
  • Analog can be further developed the lower joint the second articulated connection between the center portal and the second car body and the upper pivot and roll joint of the second articulated connection between the center portal and the second car body be arranged so that they in a roll and nick réelle state of the second car body to the center portal in a line parallel lie to a vertical axis of the rail vehicle.
  • both articulated joints are arranged accordingly, they are thus on mutually parallel lines or even, according to an 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 center portal comprises a joint socket, in which a further joint socket is rotatably mounted as part of the joint connection with a car body.
  • the articulation with the other car body then includes a joint hip, which is rotatably mounted in the further joint socket.
  • 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 arranged by means of elastic elements, such as rubber bearings, on the center portal.
  • the turntable thus has at least a predetermined Verwindweeichheit.
  • the turntable 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.
  • the car bodies can also be connected to the turntables on the center portal by means of elastic arms which have a predetermined torsional softness.
  • the elastic elements are, as close as possible to the axis of rotation of the rail vehicle, in particular in the longitudinal direction of the rail vehicle arranged lower camp. 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 body to the other side of the rail vehicle.
  • the first roll angle and the second roll angle are in a predetermined relationship to one another.
  • ⁇ 2 c ⁇ * ⁇ 1
  • M W 2 c M * M W 1 with c ⁇
  • c M constant.
  • c ⁇ is for example selected from a range of 0.5 to 2, in particular 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.
  • the first and second roll angle are therefore the same size.
  • c M 1.
  • Further embodiments of the invention result from the ratio of the first and second roll angles being equal to a ratio of the respective distances of the first and second car bodies to the center of the chassis or bogies, so-called bogie centers. or that the ratio of the first and second roll angle to each other is equal to a ratio of the light space requirement of the first car body to the clearance requirement of the second car body.
  • a car body with greater clearance requirements compared to the other car body, for example, due to laterally outstanding rearview mirror get a lower share of a total roll angle from the first and the second roll angle assigned.
  • the center portal is short compared 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 that 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, so are not pivoted or bent to the center portal.
  • the first and second car bodies of a trained rail vehicle are free of immediate support on a chassis or bogie. For example, they are each connected to their car body ends with center portals and are based on these indirectly on their chassis or bogies. The car bodies between the center portals are then supported like a litter.
  • the first and / or the second car body is supported on a side remote from the center portal side of the car body on another chassis, in particular a bogie.
  • the chassis of the rail vehicle on which the center portal is supported is designed in particular with a high roll stiffness. This can be achieved for example by a 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.
  • chassis on which the center portal is supported, equipped with a level control with a 4-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.
  • the roll stiffness can be achieved by anti-roll bars and / or the chassis or bogies of the rail vehicle have primary springs, which are designed with a high roll stiffness.
  • chassis 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 is done for 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.
  • this produces the functional relationships between the two roll angles ⁇ 1 and ⁇ 2 of the car bodies to the center portal and / or between the two roll support moments M W 1 and M W 2 .
  • Couplings are mechanical, hydraulic or electromechanical type.
  • 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 is used to translate the rolling movements of the first car body in an opposite rolling motion of the second car body and is designed accordingly suitable.
  • the articulated connections between the car bodies and the center portal each comprise at least one handlebar rod which is rotatably mounted on each side of the rotary lever about a vertical axis of the rail vehicle are and which are each mounted rotatably about a vertical axis of the rail vehicle to the different car bodies.
  • the rotary lever serves as a deflection of the handlebars.
  • the axes of rotation about which a handlebar is rotatably mounted on the one hand 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 axes of rotation of the handlebars to the axis of rotation of the rotary lever are each not equal to zero, in particular they are the same size or selected depending on the length of the handlebars, so that sets a predetermined ratio of the first roll angle to the second roll angle.
  • 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.
  • pivoting and pitching movements of the rotary lever may be arranged in the region of an outer side of the center portal, wherein the bearing of the handlebars to the car bodies takes place in a central position of the center portal.
  • the axis of rotation about which a handlebar is rotatably mounted on the car body, is in a swivel, roll 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 carried out in particular by means of hydraulic cylinders, for example hydraulic synchronized 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 ratio of the first and the second roll angle is adjustable relative to one another.
  • it or at least one of the articulated joints may comprise an adjusting device to align the car bodies in a roll-or nick réelle state of the car bodies to the center portal to the center portal out.
  • this has already been illustrated by the example of the mounted on a double-sided rotary lever handlebars.
  • at least one handlebar rod is adjustable in length.
  • To set the ratio of the roll angle of the rotary lever may be adjustable in length to vary at least a distance of the rotation axis about which a handlebar is rotatably mounted on the rotary lever to the axis of rotation about which the rotary lever is rotatably mounted on the center portal.
  • 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 rail vehicle according to the invention, it comprises a current collector, which is arranged on the center portal.
  • 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 additionally supported here on a side facing away from the center portal 3 on other chassis 14.
  • a vertical axis 8 of the rail vehicle runs in the vertical direction.
  • the articulated joints each comprise a lower joint 5 and an upper joint 6.
  • the lower and upper joints 5, 6 lie 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.
  • the Fig. 3-8 show various embodiments of coupled joint connections by means of coupled rolling movements.
  • Fig. 3 schematically shows a hinge connection according to the invention in a first embodiment.
  • the car bodies 1, 2 are each connected in such a way with the center portal 3 hinged, that rolling movements between the car bodies 1, 2 and the center portal 3 are permitted about a longitudinal axis and a rolling movement of the first cheek box 1 to the center portal 3 by a first roll angle to a rolling motion of the second car body 2 to the middle portal 3 by a predetermined, dependent on the first roll angle, second roll angle leads.
  • the joints between the car bodies 1 and 2 and the center portal 3 here in each case a lower joint 5 and an upper joint, which in each case comprises a pivot bearing 16 and a handlebar 10.
  • the pivot bearing 16 and the lower joints 5 are in a nick- and unsteady state of the rail vehicle in the same vertical axis. 8
  • the reciprocal coupling of the articulated joints of the car bodies 1 and 2 with the center portal 3 takes place here by means of one, about a vertical axis 8 of the rail vehicle rotatably mounted, double-sided rotary lever 7 hingedly arranged on both sides of the rotary lever 7 handlebars 10.
  • the handlebars 10 are in turn each further Swivel bearing 16 hinged to the car bodies.
  • the handlebars 10 are part of the joints of the car bodies 1 and 2 with the center portal 3.
  • the ratio of the amounts of the first to the second roll angle is one.
  • the too Fig. 3 analogously constructed mechanical coupling of the joints of Fig. 8
  • the coupling of the articulated connections comprises at least one rotatably mounted, double-sided rotary lever 7 for translating a rolling movement of the first vehicle body 1 into an opposite rolling motion of the second vehicle body 2, wherein the articulated connections each comprise at least one handlebar rod 10, each rotatable on different sides of the rotary lever 7 are mounted 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 joints in Fig. 4 are compared to the embodiment of Fig. 3 coupled by a further rotary lever 17 on the opposite side of the center portal 3. This is identical and be connected to the car bodies in the same manner via handlebars 18 and the pivot bearing 16.
  • the handlebars 18 between the other rotary lever 17 and the car bodies 1 and 2 can also be designed to be elastic.
  • the joints of the embodiment of the Fig. 6 comprise two mounted on the outside of the center portal 3 hydraulic cylinder 11, which are fluidically coupled together.
  • the hydraulic lines 20 between the hydraulic cylinders 11 are indicated by dashed lines. They serve to equalize the pressure between the hydraulic cylinders 11 and thus lead to the coupling of the hydraulic cylinders 11 and thus to 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 order a second roll angle in the direction of 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. They are designed as a spherical bearing.
  • a socket 22 is disposed just above the bogie, not shown, in which a further socket 23 is rotatably mounted as part of the second hinge connection with the second car body 2.
  • the articulated connection with the first vehicle body 1 then comprises a joint hip 24 which is rotatably mounted in the joint socket 23. Both joints are arranged concentrically rotatable about the same vertical axis.
  • a further embodiment according to Fig. 10 of the lower hinge is that it comprises a turntable 25, to which the car body is connected by means of elastic elements, such as 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.
  • the Fig. 11 and 12 Now show various embodiments of coupled joint joints based on coupled pitching movements.
  • the coupling can basically be done with the same means as the coupling of the rolling movements.
  • both car bodies 1 and 2 can execute pitching movements towards the center portal.
  • the car bodies 1 and 2 are designed and coupled to each other such that a pitching movement 26 of the first cheek box 1 leads to the center portal 3 by a first pitch angle to a pitching motion 28 of the second car body 2 to the center portal 3 by a predetermined, second pitch angle dependent on the first pitch angle ,
  • a Lemniskatenlenker 29 is provided in a horizontal arrangement on the center portal 3. This is in addition to the in Fig. 3 to Fig. 8 provided joints shown and shown here only for clarity separately.
  • the Lemniskatenscher 29 has in particular an axis of rotation which lies in the vertical axis of the center portal 3, so that here also the first articulated connection between the center portal 3 and the first car body 1 and the second articulation between the center portal 3 and the second car body 2 each concentric are arranged.
  • 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.

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  • 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)

Claims (11)

  1. Véhicule ferroviaire ayant au moins un portique (3) médian appuyé sur un train de roulement (4), une première et une deuxième caisses (1, 2), la première et la deuxième caisses (1, 2) étant articulées respectivement au portique (3) médian, les liaisons articulées des caisses (1, 2) au portique (3) médian étant constituées et couplées entre elles de manière à ce qu'un mouvement de roulis de la première caisse (1) par rapport au portique (3) médian d'un premier angle de roulis donne un mouvement de roulis de la deuxième caisse (2) par rapport au portique (3) médian d'un deuxième angle de roulis donné à l'avance et dépendant du premier angle de roulis, caractérisé en ce que les liaisons articulées des caisses (1, 2) au portique (3) médian sont constituées et couplées entre elles de manière à ce qu'un mouvement de galop de la première caisse (1) par rapport au portail (3) médian d'un premier angle de galop donne un mouvement de galop de la deuxième caisse (2) par rapport au portique (3) médian d'un deuxième angle de galop donné à l'avance et dépendant du premier angle de galop, les liaisons articulées étant couplées mécaniquement, fluidiquement ou par moteur électrique.
  2. Véhicule ferroviaire suivant la revendication 1, caractérisé en ce que le portique (3) médian est court par rapport aux caisses (1, 2).
  3. Véhicule ferroviaire suivant l'une des revendications 1 ou 2, caractérisé en ce qu'une première liaison articulées entre le portique (3) médian et la première caisse (1) comprend une articulation (5) inférieure et une articulation (6) supérieure de pivotement-roulis et/ou en ce qu'une deuxième liaison articulée entre le portique (3) médian et la deuxième caisse (2) comprend une articulation (5) inférieure et une articulation (6) supérieure de pivotement-roulis.
  4. Véhicule ferroviaire suivant la revendication 3, caractérisé en ce que l'articulation (5) inférieure et l'articulation (6) supérieure de pivotement-roulis sont montées de manière à se trouver, lorsque la caisse (1, 2) se trouve dans un état sans roulis ou sans galop par rapport au portique (3) médian, sur une ligne parallèle à un axe (8) vertical du véhicule ferroviaire.
  5. Véhicule ferroviaire suivant l'une des revendications 1 à 4, caractérisé en ce que le couplage (7, 11, 12) des liaisons articulées comprend au moins un système (9) d'amortissement pour amortir un mouvement de roulis de la première caisse (1) par rapport au portique (3) médian.
  6. Véhicule ferroviaire suivant l'une des revendications 1 à 5, caractérisé en ce que le couplage (7, 11, 12) des liaisons articulées comprend au moins un levier de rotation bilatérale pour transformer un mouvement de roulis de la première caisse (1) en un mouvement de roulis opposé de la deuxième caisse (2).
  7. Véhicule ferroviaire suivant la revendication 6, caractérisé en ce que les liaisons articulées comprennent chacune au moins une barre (10) de direction, qui sont montées tournantes respectivement autour d'un axe (8) vertical du véhicule ferroviaire sur des côtés différents du levier (7) de rotation et qui sont montées tournantes respectivement autour d'un axe (8) vertical du véhicule ferroviaire sur des caisses (1, 2) différentes, au moins une barre (10) de direction étant réglable en longueur.
  8. Véhicule ferroviaire suivant l'une des revendications 1 à 7, caractérisé en ce que le premier angle de roulis et le deuxième angle de roulis sont dans un rapport entre eux donné à l'avance.
  9. Véhicule ferroviaire suivant l'une des revendications 1 à 8, caractérisé en ce que la première et/ou la deuxième caisse (1, 2) s'appuie, du côté loin du portique (3) médian, sur un autre train de roulement (14).
  10. Véhicule ferroviaire suivant l'une des revendications 1 à 9, caractérisé en ce que le train de roulement (4) est équipé d'une régulation de niveau ayant une commande à 4 points.
  11. Véhicule ferroviaire suivant l'une des revendications 1 à 10, caractérisé en ce qu'il comprend un appareil de prise de courant monté sur le portique (3) médian.
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)

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

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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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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
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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PL3105098T3 (pl) 2019-09-30
CN206187035U (zh) 2017-05-24
EP3105098A1 (fr) 2016-12-21
ES2739694T3 (es) 2020-02-03
WO2015158515A1 (fr) 2015-10-22
TR201908958T4 (tr) 2019-07-22
DE102014207471A1 (de) 2015-10-22

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