EP3837148B1 - Joint arrangement for jointed connecting of two adjacent car bodies of a rail-borne vehicle - Google Patents

Joint arrangement for jointed connecting of two adjacent car bodies of a rail-borne vehicle Download PDF

Info

Publication number
EP3837148B1
EP3837148B1 EP19732605.1A EP19732605A EP3837148B1 EP 3837148 B1 EP3837148 B1 EP 3837148B1 EP 19732605 A EP19732605 A EP 19732605A EP 3837148 B1 EP3837148 B1 EP 3837148B1
Authority
EP
European Patent Office
Prior art keywords
joint
arrangement
arm
bearing
energy
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
EP19732605.1A
Other languages
German (de)
French (fr)
Other versions
EP3837148A1 (en
Inventor
Arthur Kontetzki
Ulrich BÖHNE
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 Patent GmbH
Original Assignee
Voith Patent GmbH
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
Priority claimed from DE202018104702.7U external-priority patent/DE202018104702U1/en
Priority claimed from DE102018119909.0A external-priority patent/DE102018119909A1/en
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP3837148A1 publication Critical patent/EP3837148A1/en
Application granted granted Critical
Publication of EP3837148B1 publication Critical patent/EP3837148B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/12—Articulated vehicles comprising running gear interconnected by loads
    • 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 arrangement according to the preamble of independent claim 1, as for example from EP 1 884 434 A1 is known.
  • the invention particularly relates to an articulated arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle, the articulated arrangement having a first articulated arm and a second articulated arm which are articulated by means of a joint bearing in a joint plane.
  • the joint bearing has a joint pin, which forms a pivot axis that is common to the joint arrangement. This pivot pin is preferably supported on both sides via bearing shells of the joint arrangement.
  • the first articulated arm has an end area on the car body side that is connected or can be connected to a base plate of a first car body and an opposite end area on the front side with a first joint head
  • the second articulated arm has an end area on the car body side that is connected with a base plate of a second car body and an end area on the opposite front side with a has a second joint head which is at least partially designed to be complementary to the first joint head.
  • the (integrated) energy absorption element usually provided in the joint bearing is a regenerative energy absorption element, in particular an elastomer element, which only serves to dampen the tensile and impact forces transmitted via the joint connection during normal driving operation. It is known that this regeneratively designed energy absorbing element absorbs forces up to a defined magnitude and transmits the forces in excess of this undamped via the bearing block into the vehicle underframe or into the car body.
  • shock absorbers particularly in the form of destructively designed energy absorbing elements, must be integrated into the energy absorbing concept of the entire vehicle so that the impact energy can be absorbed directly in the joint arrangement or in the vehicle underframe. Otherwise the vehicle body would be exposed to extreme loads and possibly damaged or even destroyed. In such a case, the car body of rail vehicles runs the risk of derailing.
  • a destructively designed energy absorption element is often used, which is designed in such a way, for example, that it only responds after exhausting the work consumption of the regeneratively designed energy-absorbing element provided, for example in the pivot bearing, and at least partially absorbs and thus reduces the energy transmitted by the power flow via the energy-absorbing element.
  • Possible destructive energy absorbing elements are, for example, deformation tubes in which the impact energy is converted into deformation work and heat in a destructive manner by a defined deformation (plastic deformation) of at least one section of the deformation tube.
  • An energy absorbing element based on the principle of a deformation tube is characterized in that it has a defined response force without force peaks.
  • solutions are also known from the prior art in which regeneratively designed energy absorbing elements are also used to protect the vehicle underframe from damage in the event of severe impacts.
  • An example of this are gas-hydraulic buffers with a regenerative or self-restoring mode of operation.
  • energy absorbing elements that are based on a gas-hydraulic mode of operation usually have a lower response force and prestress and react in particular as a function of speed.
  • energy absorbing elements which are based on a gas-hydraulic mode of operation
  • energy absorbing elements are also known which function according to a hydrostatic mode of operation and which also have a regenerative (self-restoring) effect.
  • hydrostatically operating energy absorbing elements have a high response force and preload.
  • Articulated arrangements are known from the prior art, for example, in which a deformation tube is integrated in at least one of the articulated arms, which tube assumes the function of a destructive energy absorption element.
  • An articulated arm with a deformation tube integrated therein is thus to be understood as a functional force transmission unit, the articulated arm consisting of a first force transmission element in the form of the deformation tube and a second force transmission element in the form of a frontal End of the articulated arm provided joint head is formed. Both components are connected to one another in a non-positive manner in such a way that tensile and impact forces can be transmitted in the longitudinal direction of the joint arrangement.
  • the destructively designed energy dissipation element forms the end section of the articulated arm on the car body side, while the front end section of the articulated arm corresponds to the articulated head.
  • the end section of the articulated arm on the car body side is connected to the so-called base plate of the car body, into 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 articulated arrangement are introduced from the car body into the associated articulated arm.
  • the joint head on the front end section of the first joint arm of a joint arrangement can generally be brought into engagement with a correspondingly complementary joint head of an adjacent car body formed on the front end section of the second joint arm of the joint arrangement.
  • the power flow runs from the base plate of the first car body via the energy absorbing element that may be integrated in the first articulated arm and is preferably designed to be destructive, the first articulated head to the second articulated arm, which is assigned to the adjacent second car body.
  • the second articulated arm can either also be equipped with a destructive energy absorption element, but it would also be conceivable for the second articulated arm to have a joint head only on its front end section, while the end section on the car body side is essentially rigidly connected directly to the base plate of the second car body.
  • FIG. 1 shows an example of a generic articulated arrangement known from the prior art with a first and a second articulated arm 10, 20.
  • a joint fork is provided as the first articulated head 15 on the front end region 12 of the first articulated arm 10 .
  • this joint fork goes into the first articulated arm 10, which extends through the at the End face of the (not shown) first car body firmly attached (flanged) base plate 2 extends.
  • the structure of the second articulated arm 20 is mirror-symmetrical to the structure of the first articulated arm 10 with respect to the joint plane.
  • the joint plane is the vertical plane that runs through the pivot axis Z, which is defined by the joint pin 31 and is common to the joint arrangement.
  • the power flow then continues from the joint bearing or joint pin 31 to the second joint head 25 designed as a joint eye on the front end region 22 of the second joint arm 20 and finally to the base plate 4 of the second car body (not explicitly shown).
  • the present invention is based on the object of further developing this joint arrangement in such a way that the long-term strength of the joint arrangement can be improved.
  • the invention relates in particular to an articulated arrangement with a first and a second articulated arm, the first articulated arm having a front end region with a first articulated head and the second articulated arm having a front end region with a second articulated head that is at least partially complementary to the first articulated head.
  • the joint arrangement also has a joint bearing with a joint pin in order to connect the first and second joint heads in an articulated plane, with a pivot axis common to the joint arrangement is formed with the pivot pin, and wherein the pivot bearing has bearing shells, in particular bearing shells arranged on both sides, for supporting the pivot pin on both sides.
  • the first articulated arm is assigned at least one force transmission element, which is fixedly connected to the front end area of the first articulated arm and fixedly connected to one of the bearing shells on both sides.
  • the solution described above provides for the bearing shells to be offset inwards into the joint bearing, in order to provide a larger cross section during the transmission of force from the first articulated arm to the joint bearing or to the second articulated arm (and vice versa), over which the power flow can flow .
  • This takes place via the at least one force transmission element, which on the one hand is firmly connected to the front end area of the first articulated arm and on the other hand is firmly connected to one of the bearing shells on both sides.
  • the at least one force transmission element is formed in or parallel to a force flow running from the first articulated arm to the second articulated arm.
  • This solution is preferred insofar as the power transmission member no further force diversion and thus no further force peaks are caused.
  • other solutions are also conceivable.
  • the first joint head is designed to at least partially accommodate the second joint head, with the bearing shells being arranged at least partially between the first joint head and the at least one force transmission element.
  • the latter has a driver element which has a first end region which can be brought into operative connection with a chassis, in particular a bogie, to be arranged below the joint arrangement.
  • the driver element also has an opposite second end area in the first end area, via which the driver element is firmly connected to the first articulated arm. It is conceivable in this context, for example, if the driver element is formed integrally with the first articulated arm. Of course, however, the driver element can also be detachably rigidly connected to the first articulated arm.
  • the joint arrangement also has a driver element
  • the at least one force transmission element is firmly connected to the driver element. In this way it is ensured that the power flow over the largest possible cross-section of the first articulated arm on the driver element and thus in a possibly. with the driver element operatively connected bogie can be directed.
  • the bearing shells are preferably each constructed in several parts and have an upper bearing shell area which is preferably detachably connected to a lower bearing shell area.
  • This multi-part construction of the bearing shells makes it possible to connect the articulated arms of the articulated arrangement to one another in a vertical direction, which simplifies the assembly of the articulated arrangement according to the invention.
  • the joint arrangement has an energy absorption device which is integrated in the joint connection formed with the two joint arms and the joint bearing and for damping the train transmitted via the joint connection during normal driving operation - and impact forces preferably provided in the joint bearing, regeneratively designed energy absorbing element, in particular an elastomeric element.
  • the energy dissipation device of the articulated arrangement also has a destructively designed energy dissipation element, in particular a deformation tube or the like, which is integrated in the second articulated arm in such a way that the flow of forces occurring during normal driving operation and from the articulated arrangement to tensile and impact forces that are transmitted 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 the preferably destructive energy absorption element integrated in the second articulated arm to the base plate of the second car body and vice versa.
  • a destructively designed energy dissipation element in particular a deformation tube or the like
  • the energy-absorbing device of the joint arrangement has a destructively designed energy-absorbing element, in particular a deformation tube or the like.
  • the first joint head has a joint yoke and the second joint head has a joint eye designed to complement the joint yoke, the joint yoke and the joint eye being rotatably connected to one another using the joint pin.
  • the joint yoke and the joint eye being rotatably connected to one another using the joint pin.
  • FIG. 1 shows a joint arrangement known from the prior art with a first joint arm 10 and a second joint arm 20.
  • the joint arrangement has a driver element 50, with a first end region of the driver element 50 in operative connection with a (in FIG. 1 not shown) below the joint arrangement to be arranged undercarriage, in particular bogie, can be brought.
  • the second end region opposite the first end region of the driver element 50 is connected to the joint arrangement via the bearing shells on both sides.
  • the load path L is drawn in schematically, over which the tensile and impact forces to be transmitted by the joint arrangement during normal driving run.
  • the load path L runs from the first articulated arm 10 via the lower bearing shell element 61 into the driver element 50.
  • the joint arrangement 100 has - as well as in FIG. 1 shown, known from the prior art articulation arrangement - a first articulated arm 10 and a second articulated arm 20 on.
  • An end area of the first articulated arm 10 on the car body side is connected or can be connected to a base plate 2 of a first car body, while a front end area of the first articulated arm 10 opposite the end area of the articulated arm 10 on the car body side is provided with a first joint head 15.
  • the second articulated arm 20 has an end region on the car body side that is connected or can be connected to a base plate 4 of a second car body, and an opposite front end region with a second articulated head 25 that is at least partially complementary to the first articulated head 15.
  • first joint head 15 of the first joint arm 10 can be designed as a joint fork and the second joint head 25 of the second joint arm 20 can be designed as a joint eye.
  • first joint head 15 of the first joint arm 10 can be designed as a joint fork and the second joint head 25 of the second joint arm 20 can be designed as a joint eye.
  • other embodiments are also possible here.
  • the first joint head 15 of the first joint arm 10 and the second joint head 25 of the second joint arm 20 are connected to one another in an articulated manner via a joint bearing 60 .
  • the joint bearing 60 has a joint pin 31 which defines the pivot axis Z common to the joint arrangement 100 .
  • the joint bearing 60 also has bearing shells 62 on both sides of the joint heads 15, 25 in order to support the joint pin 31 of the joint bearing 60 on both sides.
  • the joint arrangement 100 of the present invention is characterized in that an additional force path L' is formed, via which the tensile and impact forces transmitted by the joint arrangement 100 during normal driving run.
  • FIG. 1 known solution - the joint arrangement 100 according to the invention provides that the first articulated arm 10 is assigned at least one force transmission element 65, which is fixedly connected to the end region of the first articulated arm 10 on the one hand and fixedly to one of the bearing shells 62 of the joint bearing 60 on both sides on the other hand.
  • the at least one force transmission element 65 assigned to the first joint arm 10 is configured in or parallel to a force flow running from the first joint arm 10 to the second joint arm 20 .
  • FIG. 5 It is indicated how a further load path L' is formed with the aid of the at least one force transmission element 65, as a result of which the tensile and impact forces to be transmitted during normal driving operation of the joint arrangement 100 are distributed over a larger cross section.
  • the strength of the joint arrangement 100 according to the invention can be optimized as a result of this increased load distribution.
  • the first joint head 15 is the first Articulated arm 10 designed to accommodate at least partially the second joint head 25 of the second articulated arm 20.
  • the bearing shells 62 of the joint bearing 60 on both sides are arranged at least in regions between the first joint head 15 and the at least one force transmission element 65, as can also be seen in particular in the plan view in FIG FIG. 4 or the sectional view in FIG. 7 can be removed.
  • the joint arrangement 100 also has a driver element 50 with a first end region, which can be brought into operative connection with a chassis to be arranged below the joint arrangement 100, in particular a bogie.
  • a second end region opposite the first end region of the driver element 50 is firmly (rigidly) connected to the first articulated arm 10 of the articulated arrangement 100 .
  • the at least one force transmission element 65 is firmly (ie rigidly) connected to the driver element 50, as is shown in the side view in accordance with FIG. FIG. 5 or the isometric view acc. FIG. 2 can be easily removed.
  • the bearing shells 62 on both sides are provided between the at least one force transmission element 65 and the second articulated arm 20 .
  • the bearing shells 62 are each constructed in several parts and have an upper bearing shell area 63 which is preferably detachably connected to a lower bearing shell area 61 . In this way, the first link arm 10 can be assembled with the second link arm 20 in a vertical direction.
  • the pivot pin 31 of the pivot bearing 60 is designed as a bolt 31 running horizontally and perpendicular to the longitudinal direction of the joint arrangement 100 .
  • an energy dissipation device 66 is integrated, which absorbs the energy transmitted via the articulated connection during normal driving operation tensile and impact forces.
  • a regenerative energy dissipation element 66 preferably provided in the pivot bearing 60 , is integrated in the pivot bearing 60 .
  • This energy dissipation element 66 is preferably an elastomer element.
  • the joint arrangement 100 has further energy dissipation devices in the form of destructively designed energy dissipation elements 13a, 23a, which are integrated in the first and second articulated arm 10, 20 in such a way that the flow of forces occurring during normal driving and from the joint arrangement 100 to transmitted tensile and impact forces run via the articulated arms 10, 20, the pivot bearing 60, the pivot pin 31 and the integrated in the corresponding articulated arms 10, 20 energy dissipation elements 13a, 23a.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vibration Dampers (AREA)

Description

Die vorliegende Erfindung betrifft eine Gelenkanordnung gemäß dem Oberbegriff des unabhängigen Patentanspruchs 1, wie sie beispielsweise aus EP 1 884 434 A1 bekannt ist.The present invention relates to a joint arrangement according to the preamble of independent claim 1, as for example from EP 1 884 434 A1 is known.

Demgemäß betrifft die Erfindung insbesondere eine Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeuges, wobei die Gelenkanordnung einen ersten Gelenkarm sowie einen zweiten Gelenkarm aufweist, welche mit Hilfe eines Gelenklagers in einer Gelenkebene gelenkig verbunden sind. Das Gelenklager weist insbesondere einen Gelenkzapfen auf, welcher eine für die Gelenkanordnung gemeinsame Schwenkachse bildet. Dieser Gelenkzapfen ist vorzugsweise beidseitig über Lagerschalen der Gelenkanordnung abgestützt. Der erste Gelenkarm weist einen wagenkastenseitigen, mit einer Grundplatte eines ersten Wagenkastens verbundenen oder verbindbaren Endbereich und einen gegenüberliegenden stirnseitigen Endbereich mit einem ersten Gelenkkopf auf, während der zweite Gelenkarm einen wagenkastenseitigen, mit einer Grundplatte eines zweiten Wagenkastens verbundenen Endbereich und einem gegenüberliegenden stirnseitigen Endbereich mit einem zum ersten Gelenkkopf zumindest bereichsweise komplementär ausgebildeten zweiten Gelenkkopf aufweist.Accordingly, the invention particularly relates to an articulated arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle, the articulated arrangement having a first articulated arm and a second articulated arm which are articulated by means of a joint bearing in a joint plane. In particular, the joint bearing has a joint pin, which forms a pivot axis that is common to the joint arrangement. This pivot pin is preferably supported on both sides via bearing shells of the joint arrangement. The first articulated arm has an end area on the car body side that is connected or can be connected to a base plate of a first car body and an opposite end area on the front side with a first joint head, while the second articulated arm has an end area on the car body side that is connected with a base plate of a second car body and an end area on the opposite front side with a has a second joint head which is at least partially designed to be complementary to the first joint head.

Aus dem Stand der Technik ist eine Vielzahl derartiger Gelenkverbindungen zum gelenkigen Verbinden von Wagenkästen eines mehrgliedrigen Schienenfahrzeuges bekannt. Derartige oftmals als sogenannte Sphärolastikgelenke ausgebildete Gelenkverbindungen nehmen die bei der Fahrt des mehrgliedrigen Schienenfahrzeuges zwischen den benachbarten Wagenkästen auftretenden Längskräfte, Querkräfte und vertikalen Kräfte auf.From the prior art is a variety of such articulated connections for the articulated connection of car bodies of a multi-part rail vehicle known. Articulated connections of this type, often designed as so-called spheroidal elastic joints, absorb the longitudinal forces, transverse forces and vertical forces occurring between the adjacent car bodies when the multi-part rail vehicle is running.

Bei der fahrdynamischen Auslegung einer Gelenkanordnung ist allerdings neben den im Betrieb auftretenden Belastungen auch das Crashverhalten zu berücksichtigen. Hierbei ist zu beachten, dass das im Gelenklager üblicherweise vorgesehene (integrierte) Energieverzehrelement ein regenerativ ausgebildetes Energieverzehrelement, insbesondere Elastomer-Element ist, welches lediglich zum Abdämpfen der beim normalen Fahrbetrieb über die Gelenkverbindung übertragenen Zug- und Stoßkräfte dient. Es ist bekannt, dass dieses regenerativ ausgebildete Energieverzehrelement Kräfte bis zu einer definierten Größe aufnimmt und die darüber hinausgehenden Kräfte ungedämpft über den Lagerbock in das Fahrzeuguntergestell bzw. in den Wagenkasten weiterleitet.When designing a joint arrangement in terms of driving dynamics, however, in addition to the loads occurring during operation, the crash behavior must also be taken into account. It should be noted here that the (integrated) energy absorption element usually provided in the joint bearing is a regenerative energy absorption element, in particular an elastomer element, which only serves to dampen the tensile and impact forces transmitted via the joint connection during normal driving operation. It is known that this regeneratively designed energy absorbing element absorbs forces up to a defined magnitude and transmits the forces in excess of this undamped via the bearing block into the vehicle underframe or into the car body.

Dadurch werden zwar Zug- und Stoßkräfte, welche während des normalen Fahrbetriebs zwischen den einzelnen Wagenkästen auftreten, in dieser regenerativen Stoßsicherung absorbiert, bei Überschreiten der Betriebslast aber, etwa beim Aufprall des Fahrzeugs auf ein Hindernis oder bei einem abrupten Abbremsen des Fahrzeugs, reicht dieses üblicherweise im Gelenklager integrierte Energieverzehrelement nicht mehr für einen Verzehr der insgesamt anfallenden Energie aus.As a result, tensile and impact forces that occur during normal driving between the individual car bodies are absorbed in this regenerative shock absorber, but this is usually sufficient if the operating load is exceeded, for example if the vehicle hits an obstacle or if the vehicle brakes abruptly The energy absorbing element integrated in the pivot bearing is no longer sufficient for absorbing the total energy generated.

Deshalb sind in einem Crashfall weitere Stoßsicherungen, insbesondere in Gestalt von destruktiv ausgebildeten Energieverzehrelementen, in das Energieverzehrkonzept des Gesamtfahrzeuges einzubinden, so dass die anfallende Stoßenergie direkt in der Gelenkanordnung oder im Fahrzeuguntergestell aufgenommen werden kann. Ansonsten nämlich würde der Fahrzeugkasten extremen Belastungen ausgesetzt und unter Umständen beschädigt oder gar zerstört werden. Bei Schienenfahrzeugen läuft in solch einem Fall der Wagenkasten Gefahr zu entgleisen.Therefore, in the event of a crash, additional shock absorbers, particularly in the form of destructively designed energy absorbing elements, must be integrated into the energy absorbing concept of the entire vehicle so that the impact energy can be absorbed directly in the joint arrangement or in the vehicle underframe. Otherwise the vehicle body would be exposed to extreme loads and possibly damaged or even destroyed. In such a case, the car body of rail vehicles runs the risk of derailing.

Mit dem Ziel, das Fahrzeuguntergestell gegen Beschädigungen bei starken Auffahrtstößen zu schützen, kommt häufig ein destruktiv ausgebildetes Energieverzehrelement zum Einsatz, welches beispielsweise derart ausgelegt ist, dass es erst nach Ausschöpfung des Arbeitsverzehrs des beispielsweise im Gelenklager vorgesehenen, regenerativ ausgebildeten Energieverzehrelements anspricht und die durch den Kraftfluss über das Energieverzehrelement übertragene Energie zumindest teilweise absorbiert und somit abbaut. Als destruktiv ausgebildete Energieverzehrelemente kommen beispielsweise Verformungsrohre in Frage, bei denen in destruktiver Weise durch eine definierte Verformung (plastische Verformung) von zumindest einem Abschnitt des Verformungsrohres die Stoßenergie in Verformungsarbeit und Wärme umgewandelt wird.With the aim of protecting the vehicle undercarriage against damage in the event of strong impacts when driving up, a destructively designed energy absorption element is often used, which is designed in such a way, for example, that it only responds after exhausting the work consumption of the regeneratively designed energy-absorbing element provided, for example in the pivot bearing, and at least partially absorbs and thus reduces the energy transmitted by the power flow via the energy-absorbing element. Possible destructive energy absorbing elements are, for example, deformation tubes in which the impact energy is converted into deformation work and heat in a destructive manner by a defined deformation (plastic deformation) of at least one section of the deformation tube.

Ein Energieverzehrelement, welches auf dem Prinzip eines Verformungsrohrs basiert, zeichnet sich dadurch aus, dass es eine definierte Ansprechkraft ohne Kraftspitzen aufweist. Selbstverständlich sind aus dem Stand der Technik auch Lösungen bekannt, bei welchen zum Schutz des Fahrzeuguntergestells gegen Beschädigungen bei starken Auffahrtstößen auch regenerativ ausgebildete Energieverzehrelemente eingesetzt werden. Ein Beispiel hierfür sind gashydraulische Puffer mit einer regenerativen bzw. selbstrestaurierenden Arbeitsweise. Energieverzehrelemente, die auf einer gashydraulischen Arbeitsweise basieren, haben allerdings im Vergleich zu einem Verformungsrohr in der Regel eine geringere Ansprechkraft und Vorspannung und reagieren insbesondere geschwindigkeitsabhängig.An energy absorbing element based on the principle of a deformation tube is characterized in that it has a defined response force without force peaks. Of course, solutions are also known from the prior art in which regeneratively designed energy absorbing elements are also used to protect the vehicle underframe from damage in the event of severe impacts. An example of this are gas-hydraulic buffers with a regenerative or self-restoring mode of operation. However, compared to a deformation tube, energy absorbing elements that are based on a gas-hydraulic mode of operation usually have a lower response force and prestress and react in particular as a function of speed.

Neben Energieverzehrelementen, die auf einer gashydraulischen Arbeitsweise basieren, sind auch Energieverzehrelemente bekannt, die nach einer hydrostatischen Arbeitsweise funktionieren und die ebenso regenerativ (selbstrestaurierend) wirken. Hydrostatisch arbeitende Energieverzehrelemente haben im Gegensatz zu gashydraulisch arbeitenden Energieverzehrelementen eine hohe Ansprechkraft und Vorspannung.In addition to energy absorbing elements which are based on a gas-hydraulic mode of operation, energy absorbing elements are also known which function according to a hydrostatic mode of operation and which also have a regenerative (self-restoring) effect. In contrast to gas-hydraulically operating energy absorbing elements, hydrostatically operating energy absorbing elements have a high response force and preload.

Aus dem Stand der Technik sind beispielsweise Gelenkanordnungen bekannt, bei welchen in zumindest einem der Gelenkarme ein Verformungsrohr integriert ist, welches die Funktion eines destruktiven Energieverzehrelements übernimmt. Ein Gelenkarm mit einem darin integrierten Verformungsrohr ist somit als eine funktionelle Kraftübertragungseinheit zu verstehen, wobei der Gelenkarm dabei aus einem ersten Kraftübertragungselement in Gestalt des Verformungsrohres und einem zweiten Kraftübertragungselement in Gestalt eines am stirnseitigen Endbereich des Gelenkarmes vorgesehenen Gelenkkopfes ausgebildet ist. Beide Bauteile sind derart kraftschlüssig miteinander verbunden sind, dass Zug- und Stoßkräfte in Längsrichtung der Gelenkanordnung übertragbar sind.Articulated arrangements are known from the prior art, for example, in which a deformation tube is integrated in at least one of the articulated arms, which tube assumes the function of a destructive energy absorption element. An articulated arm with a deformation tube integrated therein is thus to be understood as a functional force transmission unit, the articulated arm consisting of a first force transmission element in the form of the deformation tube and a second force transmission element in the form of a frontal End of the articulated arm provided joint head is formed. Both components are connected to one another in a non-positive manner in such a way that tensile and impact forces can be transmitted in the longitudinal direction of the joint arrangement.

Üblicherweise bildet dabei das destruktiv ausgebildete Energieverzehrelement den wagenkastenseitigen Endabschnitt des Gelenkarmes, während der stirnseitige Endabschnitt des Gelenkarmes dem Gelenkkopf entspricht. Grundsätzlich ist der wagenkastenseitige Endabschnitt des Gelenkarmes mit der sogenannten Grundplatte des Wagenkastens verbunden, in welcher die von den Gelenkarmen der Gelenkanordnung übertragenen Kräfte eingeleitet werden bzw. von welcher die von den Gelenkarmen der Gelenkanordnung zu übertragenen Kräfte vom Wagenkasten in den zugehörigen Gelenkarm eingeleitet werden.Usually, the destructively designed energy dissipation element forms the end section of the articulated arm on the car body side, while the front end section of the articulated arm corresponds to the articulated head. In principle, the end section of the articulated arm on the car body side is connected to the so-called base plate of the car body, into 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 articulated arrangement are introduced from the car body into the associated articulated arm.

Andererseits ist der Gelenkkopf am stirnseitigen Endabschnitt des ersten Gelenkarmes einer Gelenkanordnung allgemein mit einem entsprechend komplementär hierzu, am stirnseitigen Endabschnitt des zweiten Gelenkarmes der Gelenkanordnung ausgebildeten Gelenkkopf eines benachbarten Wagenkastens in Eingriff bringbar.On the other hand, the joint head on the front end section of the first joint arm of a joint arrangement can generally be brought into engagement with a correspondingly complementary joint head of an adjacent car body formed on the front end section of the second joint arm of the joint arrangement.

Bei der Übertragung von Zug- und Stoßkräfte läuft der Kraftfluss von der Grundplatte des ersten Wagenkastens über das ggf. im ersten Gelenkarm integrierte, vorzugsweise destruktiv ausgebildete Energieverzehrelement, den ersten Gelenkkopf zum zweiten Gelenkarm, welcher dem benachbarten zweiten Wagenkasten zugeordnet ist. Der zweite Gelenkarm kann entweder ebenfalls mit einem destruktiv ausgebildeten Energieverzehrelement ausgerüstet sein, denkbar allerdings wäre auch, dass der zweite Gelenkarm lediglich an seinem stirnseitigen Endabschnitt einen Gelenkkopf aufweist, während der wagenkastenseitige Endabschnitt direkt mit der Grundplatte des zweiten Wagenkastens im Wesentlichen starr verbunden ist.During the transmission of tensile and impact forces, the power flow runs from the base plate of the first car body via the energy absorbing element that may be integrated in the first articulated arm and is preferably designed to be destructive, the first articulated head to the second articulated arm, which is assigned to the adjacent second car body. The second articulated arm can either also be equipped with a destructive energy absorption element, but it would also be conceivable for the second articulated arm to have a joint head only on its front end section, while the end section on the car body side is essentially rigidly connected directly to the base plate of the second car body.

FIG. 1 zeigt ein Beispiel einer aus dem Stand der Technik bekannten, gattungsgemäßen Gelenkanordnung mit einem ersten und einem zweiten Gelenkarm 10, 20. FIG. 1 shows an example of a generic articulated arrangement known from the prior art with a first and a second articulated arm 10, 20.

Am stirnseitigen Endbereich 12 des ersten Gelenkarms 10 ist als erster Gelenckopf 15 eine Gelenkgabel vorgesehen. In Richtung des ersten Wagenkastens geht diese Gelenkgabel in den ersten Gelenkarm 10 über, der sich durch die an der Stirnseite des (nicht dargestellten) ersten Wagenkastens fest angebracht (angeflanschte) Grundplatte 2 erstreckt.A joint fork is provided as the first articulated head 15 on the front end region 12 of the first articulated arm 10 . In the direction of the first car body, this joint fork goes into the first articulated arm 10, which extends through the at the End face of the (not shown) first car body firmly attached (flanged) base plate 2 extends.

Der Aufbau des zweiten Gelenkarms 20 ist hinsichtlich der Gelenkebene spiegelsymmetrisch zum Aufbau des ersten Gelenkarms 10 ausgeführt. Die Gelenkebene ist die Vertikalebene, die durch die mit dem Gelenkzapfen 31 definierte, für die Gelenkanordnung gemeinsame Schwenkachse Z läuft.The structure of the second articulated arm 20 is mirror-symmetrical to the structure of the first articulated arm 10 with respect to the joint plane. The joint plane is the vertical plane that runs through the pivot axis Z, which is defined by the joint pin 31 and is common to the joint arrangement.

Bei der Übertragung von Zug- und Stoßkräften durch die aus dem Stand der Technik bekannten und in FIG. 1 dargestellten Gelenkanordnung läuft im normalen Fahrbetrieb der Kraftfluss vom ersten zum zweiten Wagenkasten über die Grundplatte 2 des ersten Wagenkastens, die Gelenkgabel 15 zum Gelenkzapfen 31 und zum im Gelenklager integrierten, regenerativ ausgebildeten Energieverzehrelement (Sphärolastiklager), welches in FIG. 1 nicht explizit dargestellt ist.In the transmission of tensile and impact forces through the known from the prior art and in FIG. 1 In the joint arrangement shown, during normal driving the power flow runs from the first to the second car body via the base plate 2 of the first car body, the joint fork 15 to the joint pin 31 and to the regeneratively designed energy absorption element (spheroidal elastic bearing) integrated in the joint bearing, which in FIG. 1 is not explicitly shown.

Anschließend läuft der Kraftfluss weiter vom Gelenklager bzw. Gelenkzapfen 31 zum als Gelenkauge ausgebildeten zweiten Gelenkkopf 25 am stirnseitigen Endbereich 22 des zweiten Gelenkarms 20 und schließlich zur Grundplatte 4 des (nicht explizit dargestellten) zweiten Wagenkastens.The power flow then continues from the joint bearing or joint pin 31 to the second joint head 25 designed as a joint eye on the front end region 22 of the second joint arm 20 and finally to the base plate 4 of the second car body (not explicitly shown).

Ausgehend von einer Gelenkanordnung gemäß FIG. 1 liegt der vorliegenden Erfindung die Aufgabe zugrunde, diese Gelenkanordnung derart weiterzubilden, dass die Dauer-Festigkeit der Gelenkanordnung verbessert werden kann.Based on a joint arrangement according to FIG. 1 the present invention is based on the object of further developing this joint arrangement in such a way that the long-term strength of the joint arrangement can be improved.

Diese Aufgabe wird erfindungsgemäß durch den Gegenstand des unabhängigen Patentanspruchs 1 gelöst, wobei vorteilhafte Weiterbildungen der erfindungsgemäßen Gelenkanordnung in den abhängigen Ansprüchen angegeben sind.This object is achieved according to the invention by the subject matter of independent patent claim 1, with advantageous developments of the joint arrangement according to the invention being specified in the dependent claims.

Demgemäß betrifft die Erfindung insbesondere eine Gelenkanordnung mit einem ersten und einem zweiten Gelenkarm, wobei der erste Gelenkarm einen stirnseitigen Endbereich mit einem ersten Gelenkkopf und der zweite Gelenkarm einen stirnseitigen Endbereich mit einem zum ersten Gelenkkopf zumindest bereichsweise komplementär ausgebildeten zweiten Gelenkkopf aufweist. Die Gelenkanordnung weist ferner ein Gelenklager mit einem Gelenkzapfen auf, um den ersten und zweiten Gelenkkopf in einer Gelenkebene gelenkig zu verbinden, wobei mit dem Gelenkzapfen eine für die Gelenkanordnung gemeinsame Schwenkachse gebildet wird, und wobei das Gelenklager Lagerschalen, insbesondere beidseitig angeordnete Lagerschalen zum beidseitigen Abstützen des Gelenkzapfens aufweist.Accordingly, the invention relates in particular to an articulated arrangement with a first and a second articulated arm, the first articulated arm having a front end region with a first articulated head and the second articulated arm having a front end region with a second articulated head that is at least partially complementary to the first articulated head. The joint arrangement also has a joint bearing with a joint pin in order to connect the first and second joint heads in an articulated plane, with a pivot axis common to the joint arrangement is formed with the pivot pin, and wherein the pivot bearing has bearing shells, in particular bearing shells arranged on both sides, for supporting the pivot pin on both sides.

Um die Dauer-Festigkeit der Gelenkanordnung zu verbessern, ist erfindungsgemäß insbesondere vorgesehen, dass - im Vergleich zu der zuvor unter Bezugnahme auf die Darstellung in FIG. 1 beschriebenen, aus dem Stand der Technik bekannten Lösung - mindestens ein weiterer Lastpfad bereitgestellt wird, über den Kräfte von dem ersten bzw. zweiten Gelenkarm auf das Gelenklager übertragen werden können.In order to improve the long-term strength of the joint arrangement, it is provided according to the invention in particular that - in comparison to the previously described with reference to the illustration in FIG. 1 described solution known from the prior art - at least one further load path is provided, via which forces can be transmitted from the first or second articulated arm to the articulated bearing.

Im Einzelnen ist erfindungsgemäß vorgesehen, dass dem ersten Gelenkarm mindestens ein Kraftübertragungsglied zugeordnet ist, welches fest mit dem stirnseitigen Endbereich des ersten Gelenkarms und fest mit jeweils einer der beidseitigen Lagerschalen verbunden ist.In detail, it is provided according to the invention that the first articulated arm is assigned at least one force transmission element, which is fixedly connected to the front end area of the first articulated arm and fixedly connected to one of the bearing shells on both sides.

Mit anderen Worten, im Vergleich zu der aus dem Stand der Technik bekannten und vorstehend unter Bezugnahme auf die Darstellung in FIG. 1 beschriebenen Lösung ist erfindungsgemäß vorgesehen, dass die Lagerschalen nach innen in das Gelenklager versetzt werden, um somit bei der Kraftübertragung von dem ersten Gelenkarm auf das Gelenklager bzw. auf den zweiten Gelenkarm (und umgekehrt) einen größeren Querschnitt bereitzustellen, über den der Kraftfluss fließen kann. Dies erfolgt über das mindestens eine Kraftübertragungsglied, welches einerseits fest mit dem stirnseitigen Endbereich des ersten Gelenkarms und andererseits fest mit jeweils einer der beidseitigen Lagerschalen verbunden ist.In other words, compared to the known from the prior art and above with reference to the illustration in FIG. 1 According to the invention, the solution described above provides for the bearing shells to be offset inwards into the joint bearing, in order to provide a larger cross section during the transmission of force from the first articulated arm to the joint bearing or to the second articulated arm (and vice versa), over which the power flow can flow . This takes place via the at least one force transmission element, which on the one hand is firmly connected to the front end area of the first articulated arm and on the other hand is firmly connected to one of the bearing shells on both sides.

Dadurch, dass bei einer Kraftübertragung die Last auf einen größeren Querschnitt verteilt wird, kann eine größere Dauer-Festigkeit der Gelenkanordnung erzielt werden.The fact that the load is distributed over a larger cross-section during power transmission means that the joint arrangement can achieve greater long-term strength.

In einer denkbaren Realisierung der erfindungsgemäßen Lösung ist vorgesehen, dass das mindestens eine Kraftübertragungsglied in oder parallel zu einem von den ersten Gelenkarm auf den zweiten Gelenkarm verlaufenden Kraftfluss ausgebildet ist. Diese Lösung ist insofern bevorzugt, inwiefern über das Kraftübertragungsglied keine weitere Kraftumleitung und somit auch keine weiteren Kraftspitzen hervorgerufen werden. Selbstverständlich sind aber auch andere Lösungen denkbar.In a conceivable realization of the solution according to the invention, it is provided that the at least one force transmission element is formed in or parallel to a force flow running from the first articulated arm to the second articulated arm. This solution is preferred insofar as the power transmission member no further force diversion and thus no further force peaks are caused. Of course, other solutions are also conceivable.

Gemäß Ausführungsformen der vorliegenden Erfindung ist vorgesehen, dass der erste Gelenkkopf ausgebildet ist, zumindest bereichsweise den zweiten Gelenckopf aufzunehmen, wobei die Lagerschalen zumindest bereichsweise zwischen dem ersten Gelenkkopf und dem mindestens einen Kraftübertragungsglied angeordnet sind. Hierbei handelt es sich um eine mögliche Realisierung, die Lagerschalen nach innen in das Gelenklager zu versetzen. Denkbar sind selbstverständlich aber auch andere Realisierungen.According to embodiments of the present invention, it is provided that the first joint head is designed to at least partially accommodate the second joint head, with the bearing shells being arranged at least partially between the first joint head and the at least one force transmission element. This is a possible implementation of moving the bearing shells inwards into the spherical bearing. Of course, other implementations are also conceivable.

In bevorzugten Realisierungen der Gelenkanordnung weist diese ein Mitnehmerelement auf, welches einen ersten Endbereich aufweist, welcher in Wirkverbindung mit einem unterhalb der Gelenkanordnung anzuordnenden Fahrwerk, insbesondere Drehgestell, bringbar ist. Das Mitnehmerelement weist ferner einen im ersten Endbereich gegenüberliegenden zweiten Endbereich auf, über den das Mitnehmerelement fest mit dem ersten Gelenkarm verbunden ist. Denkbar in diesem Zusammenhang ist beispielsweise, wenn das Mitnehmerelement integral mit dem ersten Gelenkarm ausgebildet ist. Selbstverständlich kann allerdings auch das Mitnehmerelement lösbar an dem ersten Gelenkarm starr verbunden sein.In preferred implementations of the joint arrangement, the latter has a driver element which has a first end region which can be brought into operative connection with a chassis, in particular a bogie, to be arranged below the joint arrangement. The driver element also has an opposite second end area in the first end area, via which the driver element is firmly connected to the first articulated arm. It is conceivable in this context, for example, if the driver element is formed integrally with the first articulated arm. Of course, however, the driver element can also be detachably rigidly connected to the first articulated arm.

In einer bevorzugten Weiterbildung der zuletzt genannten Ausführungsform, bei welchem die Gelenkanordnung ferner ein Mitnehmerelement aufweist, ist vorgesehen, dass das mindestens eine Kraftübertragungsglied fest mit dem Mitnehmerelement verbunden ist. Auf diese Weise ist sichergestellt, dass der Kraftfluss über einen möglichst großen Querschnitt von dem ersten Gelenkarm auf das Mitnehmerelement und somit in ein ggfls. mit dem Mitnehmerelement wirkverbundenes Drehgestell geleitet werden kann.In a preferred development of the last-mentioned embodiment, in which the joint arrangement also has a driver element, it is provided that the at least one force transmission element is firmly connected to the driver element. In this way it is ensured that the power flow over the largest possible cross-section of the first articulated arm on the driver element and thus in a possibly. with the driver element operatively connected bogie can be directed.

Vorzugsweise sind die Lagerschalen jeweils mehrteilig aufgebaut und weisen einen oberen Lagerschalenbereich auf, der mit einem unteren Lagerschalenbereich vorzugsweise lösbar verbunden ist. Durch diesen mehrteiligen Aufbau der Lagerschalen ist es möglich, die Gelenkarme der Gelenkanordnung miteinander in einer vertikalen Richtung zu verbinden, was den Zusammenbau der erfindungsgemäßen Gelenkanordnung vereinfacht.The bearing shells are preferably each constructed in several parts and have an upper bearing shell area which is preferably detachably connected to a lower bearing shell area. This multi-part construction of the bearing shells makes it possible to connect the articulated arms of the articulated arrangement to one another in a vertical direction, which simplifies the assembly of the articulated arrangement according to the invention.

Um die Verschleißanfälligkeit der Gelenkanordnung weiter zu minimieren, ist gemäß Ausführungsformen der erfindungsgemäßen Lösung vorgesehen, dass die Gelenkanordnung eine Energieverzehreinrichtung aufweist, welche in der mit den beiden Gelenkarmen und dem Gelenklager gebildeten Gelenkverbindung integriert ist und zum Abdämpfen der bei normalen Fahrbetrieb über die Gelenkverbindung übertragenen Zug- und Stoßkräfte ein vorzugsweise im Gelenklager vorgesehenes, regenerativ ausgebildetes Energieverzehrelement, insbesondere Elastomer-Element, aufweist.In order to further minimize the susceptibility to wear of the joint arrangement, it is provided according to embodiments of the solution according to the invention that the joint arrangement has an energy absorption device which is integrated in the joint connection formed with the two joint arms and the joint bearing and for damping the train transmitted via the joint connection during normal driving operation - and impact forces preferably provided in the joint bearing, regeneratively designed energy absorbing element, in particular an elastomeric element.

In einer besonders bevorzugten Weiterentwicklung der erfindungsgemäßen Lösung ist vorgesehen, dass die Energieverzehreinrichtung der Gelenkanordnung ferner ein destruktiv ausgebildetes Energieverzehrelement, insbesondere ein Verformungsrohr oder dergleichen aufweist, welches im zweiten Gelenkarm derart integriert ist, dass der Kraftfluss der im normalen Fahrbetrieb auftretenden und von der Gelenkanordnung zu übertragenden Zug- und Stoßkräfte von der Grundplatte des ersten Wagenkastens über den ersten Gelenkarm, das Gelenklager mit dem Gelenkzapfen, den zweiten Gelenkarm und das im zweiten Gelenkarm integrierte, vorzugsweise destruktiv ausgebildete Energieverzehrelement zur Grundplatte des zweiten Wagenkastens und umgekehrt läuft.In a particularly preferred further development of the solution according to the invention, it is provided that the energy dissipation device of the articulated arrangement also has a destructively designed energy dissipation element, in particular a deformation tube or the like, which is integrated in the second articulated arm in such a way that the flow of forces occurring during normal driving operation and from the articulated arrangement to tensile and impact forces that are transmitted 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 the preferably destructive energy absorption element integrated in the second articulated arm to the base plate of the second car body and vice versa.

Zusätzlich oder alternativ zu der zuletzt genannten Ausführungsform, bei welcher im zweiten Gelenkarm ein destruktiv ausgebildetes Energieverzehrelement integriert ist, ist es gemäß einer bevorzugten Weiterentwicklung der Erfindung ferner denkbar, dass die Energieverzehreinrichtung der Gelenkanordnung ein destruktiv ausgebildetes Energieverzehrelement, insbesondere ein Verformungsrohr oder dergleichen, aufweist, welches im ersten Gelenkarm derart integriert ist, dass der Kraftfluss der im normalen Fahrbetrieb auftretenden und von der Gelenkanordnung zu übertragene Zug- und Stoßkräfte von der Grundplatte des ersten Wagenkastens über den ersten Gelenkarm und das im ersten Gelenkarm integrierte, vorzugsweise destruktiv ausgebildete Energieverzehrelement, das Gelenklager mit dem Gelenkzapfen und über den zweiten Gelenkarm (und dem ggfls. im zweiten Gelenkarm vorgesehenen, vorzugsweise destruktiv ausgebildeten Energieverzehrelement) zur Grundplatte des zweiten Wagenkastens und umgekehrt läuft.In addition or as an alternative to the last-mentioned embodiment, in which a destructively designed energy-absorbing element is integrated in the second articulated arm, it is also conceivable according to a preferred further development of the invention that the energy-absorbing device of the joint arrangement has a destructively designed energy-absorbing element, in particular a deformation tube or the like. which is integrated in the first articulated arm in such a way that the power flow of the tensile and impact forces that occur during normal driving and are to be transmitted by the articulation arrangement from the base plate of the first car body via the first articulated arm and the preferably destructive energy absorption element integrated in the first articulated arm, the articulated bearing with the pivot pin and via the second articulated arm (and the energy dissipation element that may be provided in the second articulated arm and is preferably designed to be destructive) to the base plate of the second car body and vice versa feet

In einer weiterhin bevorzugten Realisierung der erfindungsgemäßen Lösung weist der erste Gelenkkopf eine Gelenkgabel und der zweite Gelenkkopf ein komplementär zur Gelenkgabel ausgeführtes Gelenkauge auf, wobei die Gelenkgabel und das Gelenkauge mithilfe des Gelenkzapfens miteinander drehbar verbunden werden. Selbstverständlich sind hier aber auch andere Lösungen denkbar.In a further preferred implementation of the solution according to the invention, the first joint head has a joint yoke and the second joint head has a joint eye designed to complement the joint yoke, the joint yoke and the joint eye being rotatably connected to one another using the joint pin. Of course, other solutions are also conceivable here.

Im Folgenden wird eine bevorzugte Ausführungsform der erfindungsgemäßen Lösung anhand der beiliegenden Zeichnungen näher beschrieben.A preferred embodiment of the solution according to the invention is described in more detail below with reference to the accompanying drawings.

Es zeigen:

FIG. 1
eine aus dem Stand der Technik bekannte Gelenkanordnung im normalen Fahrbetrieb;
FIG. 2
schematisch eine isometrische Ansicht einer exemplarischen Ausführungsform der erfindungsgemäßen Gelenkanordnung;
FIG. 3
einen Ausschnitt aus FIG. 2;
FIG. 4
schematisch die exemplarische Ausführungsform der erfindungsgemäßen Gelenkanordnung gemäß FIG. 2 in einer Draufsicht;
FIG. 5
schematisch die exemplarische Ausführungsform der erfindungsgemäßen Gelenkanordnung gem. FIG. 2 in einer Seitenansicht;
FIG. 6
schematisch eine Längsschnittansicht der exemplarischen Ausführungsform der erfindungsgemäßen Gelenkanordnung gem. FIG. 5; und
FIG. 7
schematisch eine Schnittansicht der exemplarischen Ausführungsform der erfindungsgemäßen Gelenkanordnung gemäß FIG. 5 entlang der Linie A-A.
Show it:
FIG. 1
a joint arrangement known from the prior art in normal driving operation;
FIG. 2
schematically an isometric view of an exemplary embodiment of the joint arrangement according to the invention;
FIG. 3
a snippet FIG. 2 ;
FIG. 4
schematically shows the exemplary embodiment of the joint arrangement according to the invention FIG. 2 in a plan view;
FIG. 5
schematically the exemplary embodiment of the joint assembly according to the invention gem. FIG. 2 in a side view;
FIG. 6
schematically a longitudinal sectional view of the exemplary embodiment of the joint assembly according to the invention gem. FIG. 5 ; and
FIG. 7
schematically shows a sectional view of the exemplary embodiment of the joint arrangement according to the invention FIG. 5 along line AA.

FIG. 1 zeigt eine aus dem Stand der Technik bekannte Gelenkanordnung mit einem ersten Gelenkarm 10 und einem zweiten Gelenkarm 20. Die Gelenkanordnung weist ein Mitnehmerelement 50 auf, wobei ein erster Endbereich des Mitnehmerelements 50 in Wirkverbindung mit einem (in FIG. 1 nicht gezeigten) unterhalb der Gelenkanordnung anzuordnenden Fahrwerk, insbesondere Drehgestell, bringbar ist. Der dem ersten Endbereich des Mitnehmerelements 50 gegenüberliegende zweite Endbereich ist über die beidseitigen Lagerschalen mit der Gelenkanordnung verbunden. FIG. 1 shows a joint arrangement known from the prior art with a first joint arm 10 and a second joint arm 20. The joint arrangement has a driver element 50, with a first end region of the driver element 50 in operative connection with a (in FIG. 1 not shown) below the joint arrangement to be arranged undercarriage, in particular bogie, can be brought. The second end region opposite the first end region of the driver element 50 is connected to the joint arrangement via the bearing shells on both sides.

In FIG. 1 ist schematisch der Lastpfad L eingezeichnet, über den im normalen Fahrbetrieb von der Gelenkanordnung zu übertragenden Zug- und Stoßkräfte verlaufen. Im Einzelnen verläuft der Lastpfad L von dem ersten Gelenkarm 10 über das untere Lagerschalenelement 61 in das Mitnehmerelement 50.In FIG. 1 the load path L is drawn in schematically, over which the tensile and impact forces to be transmitted by the joint arrangement during normal driving run. In detail, the load path L runs from the first articulated arm 10 via the lower bearing shell element 61 into the driver element 50.

Nachfolgend wird unter Bezugnahme auf die Darstellungen in den FIGs. 2 bis 7 eine exemplarische Ausführungsform der erfindungsgemäßen Gelenkanordnung 100 beschrieben.Below, with reference to the illustrations in the FIGs. 2 to 7 an exemplary embodiment of the joint arrangement 100 according to the invention is described.

Die Gelenkanordnung 100 weist - wie auch die in FIG. 1 gezeigte, aus dem Stand der Technik bekannte Gelenkanordnung - einen ersten Gelenkarm 10 sowie einen zweiten Gelenkarm 20 auf. Ein wagenkastenseitiger Endbereich des ersten Gelenkarms 10 ist mit einer Grundplatte 2 eines ersten Wagenkastens verbunden oder verbindbar, während ein dem wagenkastenseitigen Endbereich des Gelenkarms 10 gegenüberliegender stirnseitiger Endbereich des ersten Gelenkarms 10 mit einem ersten Gelenkkopf 15 versehen ist.The joint arrangement 100 has - as well as in FIG. 1 shown, known from the prior art articulation arrangement - a first articulated arm 10 and a second articulated arm 20 on. An end area of the first articulated arm 10 on the car body side is connected or can be connected to a base plate 2 of a first car body, while a front end area of the first articulated arm 10 opposite the end area of the articulated arm 10 on the car body side is provided with a first joint head 15.

In gleicher Weise weist der zweite Gelenkarm 20 einen wagenkastenseitigen, mit einer Grundplatte 4 eines zweiten Wagenkastens verbundenen oder verbindbaren Endbereich sowie einen gegenüberliegenden stirnseitigen Endbereich mit einem zum ersten Gelenkkopf 15 zumindest bereichsweise komplementär ausgebildeten zweiten Gelenkkopf 25 auf.In the same way, the second articulated arm 20 has an end region on the car body side that is connected or can be connected to a base plate 4 of a second car body, and an opposite front end region with a second articulated head 25 that is at least partially complementary to the first articulated head 15.

Beispielsweise kann der erste Gelenkkopf 15 des ersten Gelenkarms 10 als Gelenkgabel und der zweite Gelenkkopf 25 des zweiten Gelenkarms 20 als Gelenkauge ausgeführt sein. Selbstverständlich kommen hier aber auch andere Ausführungsformen in Frage.For example, the first joint head 15 of the first joint arm 10 can be designed as a joint fork and the second joint head 25 of the second joint arm 20 can be designed as a joint eye. Of course, other embodiments are also possible here.

Der erste Gelenkkopf 15 des ersten Gelenkarms 10 und der zweite Gelenkkopf 25 des zweiten Gelenkarms 20 sind über ein Gelenklager 60 gelenkig miteinander verbunden.The first joint head 15 of the first joint arm 10 and the second joint head 25 of the second joint arm 20 are connected to one another in an articulated manner via a joint bearing 60 .

Hierzu weist das Gelenklager 60 einen Gelenkzapfen 31 auf, welcher die für die Gelenkanordnung 100 gemeinsame Schwenkachse Z definiert. Das Gelenklager 60 weist ferner beidseitig der Gelenkköpfe 15, 25 Lagerschalen 62 auf, um beidseitig den Gelenkzapfen 31 des Gelenklagers 60 abzustützen.For this purpose, the joint bearing 60 has a joint pin 31 which defines the pivot axis Z common to the joint arrangement 100 . The joint bearing 60 also has bearing shells 62 on both sides of the joint heads 15, 25 in order to support the joint pin 31 of the joint bearing 60 on both sides.

Wie es beispielsweise der Seitenansicht in FIG. 5 entnommen werden kann, zeichnet sich die Gelenkanordnung 100 der vorliegenden Erfindung dadurch aus, dass ein zusätzlicher Kraftpfad L' gebildet ist, über den die im normalen Fahrbetrieb von der Gelenkanordnung 100 übertragenen Zug- und Stoßkräfte verlaufen.For example, as seen in the side view in FIG. 5 can be taken, the joint arrangement 100 of the present invention is characterized in that an additional force path L' is formed, via which the tensile and impact forces transmitted by the joint arrangement 100 during normal driving run.

Im Einzelnen ist - im Unterschied zu der aus dem Stand der Technik gem. FIG. 1 bekannten Lösung - bei der erfindungsgemäßen Gelenkanordnung 100 vorgesehen, dass dem ersten Gelenkarm 10 mindestens ein Kraftübertragungsglied 65 zugeordnet ist, welches fest mit dem stirnseitigen Endbereich des ersten Gelenkarms 10 einerseits und fest mit jeweils einer der beidseitigen Lagerschalen 62 des Gelenklagers 60 andererseits verbunden ist.In detail - in contrast to the gem from the prior art. FIG. 1 known solution - the joint arrangement 100 according to the invention provides that the first articulated arm 10 is assigned at least one force transmission element 65, which is fixedly connected to the end region of the first articulated arm 10 on the one hand and fixedly to one of the bearing shells 62 of the joint bearing 60 on both sides on the other hand.

Bei der in den FIGs. 2 bis 7 gezeigten exemplarischen Ausführungsform der erfindungsgemäßen Gelenkanordnung 100 ist das dem ersten Gelenkarm 10 zugeordnete mindestens eine Kraftübertragungsglied 65 in oder parallel zu einem von dem ersten Gelenkarm 10 auf den zweiten Gelenkarm 20 verlaufenden Kraftfluss ausgebildet.At the in the FIGs. 2 to 7 In the exemplary embodiment of the joint arrangement 100 according to the invention shown, the at least one force transmission element 65 assigned to the first joint arm 10 is configured in or parallel to a force flow running from the first joint arm 10 to the second joint arm 20 .

In FIG. 5 ist angedeutet, wie mit Hilfe des mindestens einen Kraftübertragungsglieds 65 ein weiterer Lastpfad L' ausgebildet wird, infolgedessen die im normalen Fahrbetrieb der Gelenkanordnung 100 zu übertragenden Zug- und Stoßkräfte auf einen größeren Querschnitt verteilt übertragen werden. Durch diese vergrößerte Lastverteilung kann die Festigkeit der erfindungsgemäßen Gelenkanordnung 100 optimiert werden.In FIG. 5 It is indicated how a further load path L' is formed with the aid of the at least one force transmission element 65, as a result of which the tensile and impact forces to be transmitted during normal driving operation of the joint arrangement 100 are distributed over a larger cross section. The strength of the joint arrangement 100 according to the invention can be optimized as a result of this increased load distribution.

Bei der in den Zeichnungen dargestellten exemplarischen Ausführungsform der erfindungsgemäßen Gelenkanordnung 100 ist der erste Gelenkkopf 15 des ersten Gelenkarms 10 ausgebildet, zumindest bereichsweise den zweiten Gelenkkopf 25 des zweiten Gelenkarms 20 aufzunehmen. Dabei sind die beidseitigen Lagerschalen 62 des Gelenklagers 60 zumindest bereichsweise zwischen dem ersten Gelenkkopf 15 und dem mindestens einen Kraftübertragungsglied 65 angeordnet, wie es insbesondere auch der Draufsicht in FIG. 4 oder der Schnittansicht in FIG. 7 entnommen werden kann.In the exemplary embodiment of the joint arrangement 100 according to the invention shown in the drawings, the first joint head 15 is the first Articulated arm 10 designed to accommodate at least partially the second joint head 25 of the second articulated arm 20. The bearing shells 62 of the joint bearing 60 on both sides are arranged at least in regions between the first joint head 15 and the at least one force transmission element 65, as can also be seen in particular in the plan view in FIG FIG. 4 or the sectional view in FIG. 7 can be removed.

Wie auch bei der aus dem Stand der Technik bekannten und in FIG. 1 schematisch dargestellten Lösung weist die erfindungsgemäße Gelenkanordnung 100 ferner ein Mitnehmerelement 50 mit einem ersten Endbereich auf, welcher in Wirkverbindung mit einem unterhalb der Gelenkanordnung 100 anzuordnenden Fahrwerk, insbesondere Drehgestell, bringbar ist.As with the known from the prior art and in FIG. 1 schematically illustrated solution, the joint arrangement 100 according to the invention also has a driver element 50 with a first end region, which can be brought into operative connection with a chassis to be arranged below the joint arrangement 100, in particular a bogie.

Ein dem ersten Endbereich des Mitnehmerelements 50 gegenüberliegender zweiter Endbereich ist fest (starr) mit dem ersten Gelenkarm 10 der Gelenkanordnung 100 verbunden. Darüber hinaus ist das mindestens eine Kraftübertragungsglied 65 fest (d.h. starr) mit dem Mitnehmerelement 50 verbunden, wie es der Seitenansicht gem. FIG. 5 oder der isometrischen Ansicht gem. FIG. 2 gut entnommen werden kann.A second end region opposite the first end region of the driver element 50 is firmly (rigidly) connected to the first articulated arm 10 of the articulated arrangement 100 . In addition, the at least one force transmission element 65 is firmly (ie rigidly) connected to the driver element 50, as is shown in the side view in accordance with FIG. FIG. 5 or the isometric view acc. FIG. 2 can be easily removed.

Wie bereits angedeutet, sind bei der erfindungsgemäßen Lösung die beidseitigen Lagerschalen 62 jeweils zwischen dem mindestens einen Kraftübertragungsglied 65 und dem zweiten Gelenkarm 20 vorgesehen. Insbesondere sind die Lagerschalen 62 jeweils mehrteilig aufgebaut und weisen einen oberen Lagerschalenbereich 63 auf, der mit einen unteren Lagerschalenbereich 61 vorzugsweise lösbar verbunden ist. Auf diese Weise kann der erste Gelenkarm 10 mit dem zweiten Gelenkarm 20 in einer vertikalen Richtung montiert werden.As already indicated, in the solution according to the invention, the bearing shells 62 on both sides are provided between the at least one force transmission element 65 and the second articulated arm 20 . In particular, the bearing shells 62 are each constructed in several parts and have an upper bearing shell area 63 which is preferably detachably connected to a lower bearing shell area 61 . In this way, the first link arm 10 can be assembled with the second link arm 20 in a vertical direction.

Der Gelenkzapfen 31 des Gelenklagers 60 ist als ein horizontal verlaufender und sich senkrecht zur Längsrichtung der Gelenkanordnung 100 erstreckender Bolzen 31 ausgeführt.The pivot pin 31 of the pivot bearing 60 is designed as a bolt 31 running horizontally and perpendicular to the longitudinal direction of the joint arrangement 100 .

Den Schnittansichten gemäß den FIGs. 6 und 7 kann entnommen werden, dass in der mit den beiden Gelenkarmen 10, 20 und dem Gelenklager 60 gebildeten Gelenkverbindung eine Energieverzehreinrichtung 66 integriert ist, welche zum Abdämpfen der beim normalen Fahrbetrieb über die Gelenkverbindung übertragenen Zug- und Stoßkräfte dient. Hierzu ist ein vorzugsweise im Gelenklager 60 vorgesehenes, regenerativ ausgebildetes Energieverzehrelement 66 in dem Gelenklager 60 integriert. Dieses Energieverzehrelement 66 ist vorzugsweise ein Elastomer-Element.The sectional views according to FIGs. 6 and 7 It can be seen that in the articulated connection formed with the two articulated arms 10, 20 and the articulated bearing 60, an energy dissipation device 66 is integrated, which absorbs the energy transmitted via the articulated connection during normal driving operation tensile and impact forces. For this purpose, a regenerative energy dissipation element 66 , preferably provided in the pivot bearing 60 , is integrated in the pivot bearing 60 . This energy dissipation element 66 is preferably an elastomer element.

Darüber hinaus weist die Gelenkanordnung 100 gemäß der vorliegenden Erfindung weitere Energieverzehreinrichtungen in Gestalt von destruktiv ausgebildeten Energieverzehrelementen 13a, 23a auf, welche im ersten und zweiten Gelenkarm 10, 20 derart integriert sind, dass der Kraftfluss der im normalen Fahrbetrieb auftretenden und von der Gelenkanordnung 100 zu übertragenen Zug- und Stoßkräfte über die Gelenkarme 10, 20, das Gelenklager 60, den Gelenkzapfen 31 und die in den entsprechenden Gelenkarmen 10, 20 integrierten Energieverzehrelementen 13a, 23a verlaufen.In addition, the joint arrangement 100 according to the present invention has further energy dissipation devices in the form of destructively designed energy dissipation elements 13a, 23a, which are integrated in the first and second articulated arm 10, 20 in such a way that the flow of forces occurring during normal driving and from the joint arrangement 100 to transmitted tensile and impact forces run via the articulated arms 10, 20, the pivot bearing 60, the pivot pin 31 and the integrated in the corresponding articulated arms 10, 20 energy dissipation elements 13a, 23a.

Die Erfindung ist nicht auf die in den Zeichnungen exemplarisch dargestellten Ausführungsformen beschränkt, sondern ergibt sich aus einer Zusammenschau sämtlicher offenbarter Merkmale.The invention is not limited to the exemplary embodiments shown in the drawings, but results from a synopsis of all disclosed features.

Claims (12)

  1. Joint arrangement (100) for the articulated connection of two adjoining wagon bodies of a railborne vehicle, the joint arrangement (100) having the following:
    - a first joint arm (10) which has a wagon body-side end region, which is connected or can be connected to a base plate (2) of a first wagon body, and an opposite front-side end region with a first joint head (15);
    - a second joint arm (20) which has a wagon body-side end region, which is connected or can be connected to a base plate (4) of a second wagon body, and an opposite front-side end region with a second joint head (25) which is of complementary configuration at least in regions with respect to the first joint head (15); and
    - a joint bearing (60) with a joint pin (31) for the articulated connection of the first and second joint head (15, 25) in a joint plane, a common pivot axis (Z) for the joint arrangement (100) being formed by way of the joint pin (31), and the joint bearing (60) having bearing shells (62) for supporting the joint pin (31) on both sides,
    characterized in that
    the second joint arm (20) is assigned at least one force transmission member (65) which is connected fixedly to the front-side end region of the second joint arm (20) and fixedly to in each case one of the bearing shells (62) on both sides.
  2. Joint arrangement (100) according to Claim 1,
    the at least one force transmission member (65) being configured in or parallel to a flow of force which runs from the first joint arm (10) to the second joint arm (20) .
  3. Joint arrangement (100) according to Claim 1 or 2, the first joint head (15) being configured to receive the second joint head (25) at least in regions, and the bearing shells (62) being arranged at least in regions between the first joint head (15) and the at least one force transmission member (65).
  4. Joint arrangement (100) according to one of Claims 1 to 3,
    the joint arrangement (100) having, furthermore, a driver element (50) with a first end region, which can be brought into an operative connection with a chassis, in particular bogie, which is to be arranged below the joint arrangement (100), and an opposite second end region, via which the driver element (50) is connected fixedly to the first joint arm (10).
  5. Joint arrangement (100) according to Claim 4,
    the at least one force transmission member (65) being connected fixedly to the driver element (50).
  6. Joint arrangement (100) according to one of Claims 1 to 5,
    the bearing shells (62) being provided in each case between the at least one force transmission member (65) and the second joint arm (20).
  7. Joint arrangement (100) according to one of Claims 1 to 6,
    the bearing shells (62) being in each case of multiplepart construction and having an upper bearing shell region (63) which is preferably connected releasably to a lower bearing shell region (61).
  8. Joint arrangement (100) according to one of Claims 1 to 7,
    the joint pin (31) being configured as a pin which runs horizontally and extends perpendicularly with respect to the longitudinal direction of the joint arrangement (100) .
  9. Joint arrangement (100) according to one of Claims 1 to 8,
    an energy-absorbing device (66) being provided, furthermore, which is integrated into the articulated connection which is formed by way of the two joint arms and the joint bearing (60), and which energy-absorbing device (66) has, in order to damp the tensile and impact forces which are transmitted via the articulated connection during normal travelling operation, an energy-absorbing element, in particular elastomer element, which is of regenerative configuration and is preferably provided in the joint bearing (60).
  10. Joint arrangement (100) according to Claim 9,
    the energy-absorbing device having, furthermore, at least one preferably destructively configured energy-absorbing element (23a), in particular collapsible tube or the like, which is integrated into the second joint arm (20) in such a way that the flow of force of the tensile and impact forces which occur during normal travelling operation and are to be transmitted by the joint arrangement (100) runs from the base plate (2) of the first wagon body via the first joint arm (10), the joint bearing (60), the joint pin (31), the second joint arm (20) and via the at least one energy-absorbing element, which is integrated into the second joint arm (20), to the base plate (4) of the second wagon body, and in the reverse direction.
  11. Joint arrangement (100) according to Claim 9 or 10, the energy-absorbing device having, furthermore, at least one preferably destructively configured energy-absorbing element (13a), in particular collapsible tube or the like, which is integrated into the first joint arm (10) in such a way that the flow of force of the tensile and impact forces which occur during normal travelling operation and are to be transmitted by the joint arrangement (100) runs from the base plate (2) of the first wagon body via the first joint arm (10) and the at least one energy-absorbing element, which is integrated into the first joint arm (10), the joint bearing (60), the joint pin (31) and the second joint arm (20) to the base plate (4) of the second joint arm (20), and in the reverse direction.
  12. Joint arrangement (100) according to one of Claims 1 to 11,
    the first joint head (15) having a joint fork, and the second joint head (25) having a joint bush.
EP19732605.1A 2018-08-16 2019-06-19 Joint arrangement for jointed connecting of two adjacent car bodies of a rail-borne vehicle Active EP3837148B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE202018104702.7U DE202018104702U1 (en) 2018-08-16 2018-08-16 Articulated arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle
DE102018119909.0A DE102018119909A1 (en) 2018-08-16 2018-08-16 Joint arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle
PCT/EP2019/066171 WO2020035196A1 (en) 2018-08-16 2019-06-19 Joint arrangement for jointed connecting of two adjacent car bodies of a rail-borne vehicle

Publications (2)

Publication Number Publication Date
EP3837148A1 EP3837148A1 (en) 2021-06-23
EP3837148B1 true EP3837148B1 (en) 2022-08-10

Family

ID=67001788

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19732605.1A Active EP3837148B1 (en) 2018-08-16 2019-06-19 Joint arrangement for jointed connecting of two adjacent car bodies of a rail-borne vehicle

Country Status (4)

Country Link
EP (1) EP3837148B1 (en)
CN (1) CN217198121U (en)
PL (1) PL3837148T3 (en)
WO (1) WO2020035196A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023156674A1 (en) 2022-02-21 2023-08-24 Voith Patent Gmbh Joint assembly for an articulated connection of two adjacent car bodies of a track-guided vehicle
DE102022110742A1 (en) 2022-05-02 2023-11-02 Voith Patent Gmbh Joint arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1312527B1 (en) * 2001-09-17 2003-06-04 Voith Turbo Scharfenberg GmbH & Co. KG Articulated coupling
ES2314795T3 (en) * 2006-07-31 2009-03-16 VOITH TURBO SCHARFENBERG GMBH & CO. KG ARTICULATED SET FOR THE ARTICULATED UNION OF TWO CONTAINED WAGON BOXES.

Also Published As

Publication number Publication date
EP3837148A1 (en) 2021-06-23
WO2020035196A1 (en) 2020-02-20
PL3837148T3 (en) 2022-11-28
CN217198121U (en) 2022-08-16

Similar Documents

Publication Publication Date Title
EP1719684B1 (en) Central buffer coupling for railway vehicles
EP2183145B1 (en) Shock-proof device for the front or rear region of a track-guided vehicle having at least one energy consumption device
EP1785329B1 (en) Joint structure
EP2334533B1 (en) Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle
EP1925523B1 (en) Connector for bodies of a multi section railway vehicle
EP2594452B1 (en) Coupling assembly for the front of a rail-guided vehicle
EP1990251B1 (en) Power consumption unit for vehicles consisting of several units
EP2522560B1 (en) Bearing block for joining a coupling rod to a body of a rail-bound vehicle
DE10355640B3 (en) Central buffer coupling for rail vehicles comprises a coupling head and a coupling shaft having a section formed by a first partial piece and a second partial piece connected together by an overload protection
EP3052368A1 (en) Bearing block for articulating a coupling rod to a carriage body of a track-guided vehicle
EP3837148B1 (en) Joint arrangement for jointed connecting of two adjacent car bodies of a rail-borne vehicle
EP1884434B1 (en) Hinge for the articulated connection of adjacent vehicle bodies
EP3448733A1 (en) Bearing block assembly
EP2700556B1 (en) Bearing block for joining a coupling rod to a body of a rail-bound vehicle
DE202018104702U1 (en) Articulated arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle
DE10155257A1 (en) Collision protection device for rail vehicles
EP1785330A1 (en) Coupling mounting with a joint structure
EP3995382A1 (en) Pivot device for a clutch in particular of a railway vehicle
DE102018119909A1 (en) Joint arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle
DE10223674A1 (en) Bumper assembly for front structure of motor vehicle has deformation members which by cross member sections protruding over inner longitudinal supports form corner components interconnected by center cross member section
EP3702236A1 (en) Joint assembly
EP3490868B1 (en) Coupling device for carriage bodies of a rail vehicle which are supported on a common bogie
WO2008031624A1 (en) Mount for a wheelset link of a rail vehicle
WO2023156674A1 (en) Joint assembly for an articulated connection of two adjacent car bodies of a track-guided vehicle
DE102022110742A1 (en) Joint arrangement for the articulated connection of two adjacent car bodies of a track-guided vehicle

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20210316

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20220331

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1510334

Country of ref document: AT

Kind code of ref document: T

Effective date: 20220815

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502019005263

Country of ref document: DE

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20220810

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221212

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221110

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221210

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20221111

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502019005263

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

26N No opposition filed

Effective date: 20230511

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230613

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20230628

Year of fee payment: 5

Ref country code: DE

Payment date: 20230620

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20230620

Year of fee payment: 5

Ref country code: PL

Payment date: 20230612

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20230702

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20230630

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20230619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230619

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230619

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230619

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20220810

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230630