CN211075896U - Rail vehicle with a first car and at least one further second car - Google Patents

Abstract

The invention relates to a rail vehicle having a first carriage and at least one further second carriage (1, 2), which carriages are coupled to one another by means of a first articulation (3), wherein the first articulation (3) is arranged between the first and second carriages (1, 2) and is at least appropriately designed for carrying out a rotary movement of the first and second carriages (1, 2) about a vertical axis of the rail vehicle and for transmitting a driving force and a braking force between the first and second carriages (1, 2), wherein the first articulation (3) is connected to the first carriage (1) by means of a traction rod (4) and is rigidly connected to the second carriage, wherein the traction rod (4) is arranged on the first carriage (1) rotatably about a rotation axis (7) below the first carriage (1), which rotation axis enables the traction rod (4) to rotate in a horizontal plane, the first articulation (3) is thus movable transversely to the longitudinal axis of the first carriage (1).

Description

Rail vehicle with a first car and at least one further second car

The utility model relates to a multi-piece, rail-mounted articulated vehicle, in particular a rail vehicle, which has a first carriage and at least one other second carriage, the carriages being connected to each other by a first hinge, wherein the first carriage The hinge is arranged between the first car and the second car and is suitably constructed for at least effecting the rotational movement of the first car and the second car about the vertical axis of the rail vehicle and for connecting the first car and the second car between the first car and the second car. transmission of driving and braking forces.

Articulated vehicles of the type mentioned at the outset, in particular high-capacity vehicles for transporting people, such as rail vehicles or articulated buses for passenger traffic, are well known from the prior art.

When driving on dense track lines, the deflection angle of the chassis of a rail vehicle can approach its design limit. This concerns especially low-profile vehicles, where the yaw angle is structurally limited due to the design of the low-profile above the chassis, or results in an unacceptably narrow chassis passage width.

A distinction is to be made here between so-called double-articulated vehicles and multi-articulated vehicles (for example known from documents DE 94 09 044 U1 or EP 1 580 093 B1), known for example from document DE 10 2010 040 840 A1, and so-called single-articulated vehicles. type vehicles (for example known from DE 35 04 471 A1), which are also referred to as short articulated vehicles. While single-articulated vehicles have good dynamic driving performance relative to multi-articulated vehicles, they suffer from additional limitations in their ability to travel on dense track alignments. The number of hinges is always important, by means of which the carriages, respectively supported on the chassis or on the bogie, are connected to each other.

As according to DE 195 43 183 A1, a classic bogie vehicle, which is also constructed in a low-profile design, has similar restrictions as a single-articulated vehicle with respect to travel on a dense track line. The articulations or couplings are assembled into an articulated vehicle.

Single articulated vehicles may also have multiple articulations between the carriages. A single articulated vehicle, for example, has a lower and an upper articulation. The lower articulation is provided for coupling and transmitting the driving force, the braking force and, if necessary, the weight force between the carriages. The upper hinges are used to release or limit pitch and/or roll motion between the carriages. During the side-to-side rocking motion, the carriages are twisted against each other. Numerous solutions are known for upper joints which are not resistant to sway or torsion, eg document DE 1 164 246 A. The upper joint of DE 1 164 246 A is not suitable here for the transmission of driving and braking forces between the carriages.

The lower joint is often designed as a spherically movable joint and is rigidly connected to the carriage by means of a bracket. The lower articulation allows a rotational movement of the carriage about a vertical axis (z-axis) and (according to the design) in principle also a pitching and yaw movement.

导致在车辆上的非常不均匀的轴负载分布，并且因此导致在中间的底盘上的非常高的轴负载，并且铰接件承受高的竖直的支撑负载。铰接区域的高的数量和因此还有车厢的高的数量此外导致不太吸引人的内部空间和高的设计耗费。Multi-articulated vehicles or double-articulated vehicles are suitable for driving through narrow curve sequences without transition curves or with small arc radii, but it is necessary to connect a chassis with high deflection rigidity to the cabin. Otherwise, knobby vehicles are prone to longitudinal buckling and associated derailment under the influence of longitudinal forces during braking and acceleration or in mountain running. This leads to significantly worse driving comfort, less dynamic safety against derailment and higher wheel track wear. Also disadvantageous in multi-articulated vehicles compared to single-articulated vehicles is the long car module

This results in a very uneven axle load distribution on the vehicle, and therefore very high axle loads on the chassis in the middle, and the articulations are subjected to high vertical support loads. The high number of articulation areas and therefore also of the carriages furthermore leads to a less attractive interior space and a high design outlay.

The document DE 10 2010 040 840 A1 shows a vehicle with a double articulation. It is suggested that instead of a pitch coupling, one of the double articulation points is implemented anti-pitch, resulting in a double articulation with only one pitch degree of freedom. In addition, the wheel swivel lever can be arranged in the top region. Alternatively, it is proposed to construct the vehicle in three parts so that the two single-sided anti-pitch double articulations are each coupled to each other in the roof region by means of a kinematic coupling, so that the two articulations form in each case identical joints. Pitch angle.

On the other hand, single-articulated vehicles are only conditionally suitable for driving through trapezoidal line groups, which have short curves, narrow C-shaped or S-shaped curves, for example, especially in the area of vehicle staging lines. Appear. In addition, single articulated vehicles have a higher static building approach limit requirement when entering a curve.

In order to solve this problem, documents DE 10 2014 212 360 A1 and DE 10 2014 226 695 A1 respectively disclose articulated vehicles with a lower articulation having an additional degree of freedom of lateral movement.

The technical problem to be solved by the present invention is to provide an articulated vehicle, which is used for running with a small building approach limit requirement under the condition of complicated route selection and lack of transition curves.

This task is solved by the content of independent claim 1 . Developments and refinements of the invention emerge from the features of the subclaims.

A multi-part, rail-mounted articulated vehicle, in particular a rail vehicle (hereinafter simply referred to as "vehicle") according to the invention comprises a first carriage and at least one further second carriage, the carriages being connected to each other by means of a first hinge . The first articulation is arranged between the first carriage and the second carriage and is at least suitably configured to effect a rotational movement of the first carriage and the second carriage about a vertical axis of the vehicle. Furthermore, the first hinge is suitably configured to transmit the driving force and the braking force between the first car and the second car. Furthermore, the first articulation and the connection of the first articulation to the second car, and also the drawbar and the connection of the drawbar to the first car may be suitably configured for transferring support between the first car and the second car Load (Stützlast).

In addition, according to the present invention, the first articulation is connected to the first carriage by means of a drawbar, and is rigidly connected to the second carriage, wherein the drawbar is rotatably arranged in the first carriage below the first carriage about the axis of rotation Above, the pivot axis allows the drawbar to pivot in a horizontal plane so that the first articulation can move transversely to the longitudinal axis of the first carriage. The rotational movement of the drawbar about the axis of rotation is limited in particular only in the horizontal plane. The axis of rotation extends vertically or in the direction of or parallel to the vertical axis of the vehicle.

The first joint is thus arranged on the first car and is connected to the first car so as to be movable relative to the first car, so that the first car and the second car have a longitudinal axis which is transverse to the first car around the vertical axis of the vehicle. The pivot point of the rotational movement of the directional component is movable and thereby enables, in addition to a rotational or pivotal movement about a vertical axis, a movement of the first and second carriages relative to each other in the direction of the transverse vehicle axis, Especially mobile.

The rotational movement of the carriage about the vertical axis is also referred to as a pivoting movement, and the first joint is correspondingly configured at least for the pivoting movement of the first carriage and the second carriage relative to each other. For example, the first articulation is configured as a pivot bearing, such as a hinge, in order to allow a rotational movement of the car body about a vertical axis of the vehicle when driving in a corner. The pivot point of the rotational movement of the first carriage and the second carriage about the vertical axis of the vehicle is here located in the vertical axis of the vehicle. The first joint can furthermore be designed to implement a pitching movement of the first and second carriages about the transverse axis of the vehicle and/or to implement a side-to-side swivel movement of the first and second carriages about the longitudinal axis of the vehicle. The first joint is designed in particular as a ball joint.

In the case of a vehicle lying on a horizontal plane, the vertical axis of the vehicle extends vertically. The longitudinal axis of the vehicle and the transverse axis of the vehicle lie in a horizontal plane and are perpendicular to each other and of course to the vertical axis. In this case, the longitudinal axis of the vehicle points in the direction of travel in the case of a vehicle traveling on a straight road section without turns. Several axes of the carriage are similarly defined. In the stated state of the vehicle these axes extend parallel to or coincide with the corresponding axes of the vehicle.

The movement of the pivot point of the rotational movement of the first car and the second car about the vertical axis of the articulated vehicle transverse to the longitudinal axis of the first car thus has at least one directional component in the direction of the transverse axis of the first car, the directional component There is even a guided movement along a circular track around the axis of rotation with a radius preset by the length of the drawbar, although this movement is not a pivot point parallel to the transverse axis of the first carriage or along the transverse axis movement.

Articulations are conventionally distinguished by the mode of relative movement and the number of degrees of freedom. If the first joint is designed as a single-pivot joint or a single joint, or if the first joint is likewise designed as a ball joint or a ball joint, the first joint body of the first joint can be rotated about the joint axis It is supported in or on the second hinge body of the first hinge part. For example, the ball head is rotatably supported as a first joint body about a joint axis in a complementary designed joint sleeve as a second joint body, the joint axis extending coaxially through the ball head and the joint sleeve. The hinge axis of the first hinge member coincides with the vertical axis of the vehicle, and the first carriage and the second carriage are rotatably connected to each other about the vertical axis through the first hinge member, wherein the first carriage and the second carriage are about the vertical axis of the vehicle. The pivot point of the rotational movement is located in the vertical axis. The vertical axis of the vehicle is consistent with the hinge axis of the first hinge member, and the rotational movement of the first carriage and the second carriage is performed around the vertical axis. The vertical axis is therefore generally guided through the first hinge. Rotary joints generally have one degree of freedom, while ball joints have three degrees of freedom.

In order to move the pivot point of the rotational movement of the first carriage and the second carriage about the vertical axis of the articulated vehicle transversely to the longitudinal axis of the first carriage, the first joint is mounted on the first carriage by means of a pivot axis The drawbar is connected to the first carriage. The first joint is in particular rigidly connected to the drawbar. At the same time, the first hinge is rigidly connected to the second carriage. The first hinge includes at least two relatively movable hinge parts, such as a hinge sleeve and a ball head. At least one hinged portion is rigidly arranged on the second carriage so that relative movement between the corresponding hinged portion and the second carriage cannot be achieved. The first hinge is fixedly connected to the second compartment relative to the second compartment in the spatial direction along or parallel to the vertical, transverse and longitudinal directions of the vehicle. For example, the first hinge is fastened to the second carriage by means of brackets. Similarly, the further articulated portion is immovably arranged on the drawbar. The hinged part, which is fixedly connected to the drawbar, can thus move only in one horizontal plane.

The rigid connection can be established by a form-fit, force-fit or material-fit connection. For example, the articulated part is bolted or welded with the corresponding connection counterpart, ie here, for example, the second carriage and/or the drawbar.

Usually, the connecting rod between two vehicles is called a tow bar, in order to pull one vehicle with the other vehicle. Here, the drawbar is used for the articulated connection of the two carriages of the vehicle.

According to a development of the invention, the drawbar is mounted on the first carriage below the first carriage so as to be rotatable about a pivot axis which is arranged at a distance from the end of the first carriage facing the second carriage, in particular is at least 1/2 of the length of the pivot point of the drawbar from this pivot axis to the first articulation, in particular to the pivoting movement of the first and second carriages about the vertical axis of the vehicle in the first articulation , in particular at least 2/3, in particular at least 3/4 of a distance apart.

By extension, the first carriage and the second carriage are each supported on at least one chassis or bogie, which is arranged in particular centrally below the respective carriage. That is to say, the two carriages are supported on their own, in particular exactly one chassis or bogie in each case. Accordingly, the vehicle according to the invention is a so-called single-articulated vehicle. The vehicle may include two, three, four or more carriages. If the carriages are so-called short articulated carriages, each carriage is supported in each case on a bogie which is arranged in particular centrally below the carriage. Short articulated vehicles refer to vehicles in which one bogie is required for each compartment section. In these carriages, the articulation control is mostly eliminated entirely, on the contrary, the articulation is formed automatically by the restoring force of the secondary spring, and also only a small supporting load is transmitted by the first articulation. The deflection angle of the chassis or bogie of a vehicle according to the invention is generally limited.

However, the vehicle according to the present invention is not a dual articulated vehicle. The rotational movement of the carriage about the vertical axis takes place almost exclusively in the first hinge. The rotational movement of the drawbar about the axis of rotation only enables movement of the carriages transverse to one another. This is also achieved in particular with the deep articulation of the drawbar below the first carriage.

The mobility of the first car and the second car relative to each other in the direction of the transverse axis of the vehicle is important. Here, a distinction needs to be made between the lateral mobility of the carriages and the side-to-side rocking motion of the carriages relative to each other (also called torsional motion or lateral sway). In the movement of the first car and the second car relative to each other in the direction of the transverse axis of the vehicle, the vertical axes of the two cars extend vertically and thus parallel to each other. Conversely, in a side-to-side rocking motion, the carriages do not move relative to each other, the carriages only tilt and therefore have an angle greater than zero on their vertical axis. The two vertical axes also often no longer extend in the vertical direction during the yaw movement.

The side-to-side rocking movement can be achieved by means of the lower joint which absorbs and conducts the forces in the direction of the longitudinal, transverse and vertical axes of the vehicle, which occur mostly between the carriages, and the upper joint; the upper joint is in the transverse direction of the vehicle It is movably arranged on the carriage. The upper joint here transmits relatively small forces from one carriage to the other. The lower hinge is correspondingly designed to allow a side-to-side rocking motion. In order to allow panning and pitching motions, spherical joints are suitable as lower joints.

The transmission of driving and braking forces between the carriage and the chassis or bogie supporting the carriage, in particular the drive bogie, takes place via the longitudinally rigid coupling of the bogie on the carriage. The drive and braking forces directed in the longitudinal direction of the vehicle are transmitted by means of the hinges between two adjacent carriages and connected to each other by means of a hinge. If lower and upper articulations are provided, driving and braking forces and, if necessary, supporting loads are often transmitted by means of the lower articulation. The lower hinge is designed accordingly.

The first articulation of the invention is used for the transmission of driving and braking forces and, if necessary, supporting loads, and is accordingly constructed and advantageously arranged in the first and second carriages in the lower region of the carriages. between, in particular, between the corresponding chassis or bogies supporting the carriage. The first joint is therefore not assigned to either of the two carriages and is arranged at a distance from the two carriages.

According to a further development of the present invention, the first hinge is arranged below the inter-car connecting channel between the first car and the second car. The inter-car connecting channel is used for the transfer of personnel between the first car and the second car.

As already mentioned above, the vehicle according to the invention can be constructed as a low-profile vehicle, in particular as a low-profile rail vehicle for passenger short-distance traffic. The low-profile share is preferably at least 80%, in particular for low-profile rail vehicles, in particular so-called 100% low-profile rail vehicles. The first hinge may also be located in the low shelf area. The first joint is arranged in particular below a low-profile inter-car connection channel between the first car and the second car, wherein the first joint is a so-called lower joint. The articulated vehicle can also have an upper articulation between the first compartment and the second compartment. Many configurations of the upper hinge are conceivable. In order to lock the pitching degrees of freedom of the first carriage and the second carriage relative to each other, coupling rods can be installed, for example, in the upper region of the carriages. Furthermore, the pivoting, pitching and/or swaying mobility of the first carriage and the second carriage relative to each other can be limited, for example, by means of suitably constructed and arranged end stops. The low-profile car transition has a low-profile floor inside the vehicle for passengers to pass from the first car into the second car or from the second car into the first car.

The floor in the region of the inter-car connecting channel between the first car and the second car is designed in an expanded manner as an articulated floor, which has between the first floor part and the further second floor part of the articulated floor A slot extending along the longitudinal axis of the carriage, wherein the first floor part and the second floor part are mounted so as to be movable relative to each other along the slot. In this case, the first floor part can be assigned to the first carriage and connected thereto or supported thereon. Likewise, the second floor part can be assigned to the second carriage and connected thereto or supported thereon. The slot may also be referred to as a lateral movement slot. The movement of the first car with a directional component transverse to the second car is present in the interior space of the vehicle along the transverse movement gap. An alternative with respect to the lateral movement of the slot is a thin-slab floor or another elastic floor covering. These floors allow lateral movement of the carriages relative to each other without movement of components in the interior space of the vehicle.

A rotating disk may be provided above the first hinge. The transverse movement gap in the hinged base plate can be pushed as far as possible in the direction of the rotating disk in order to reduce the cracking of the gap between the corrugated trapezoid and the hinged base plate. Longitudinal movements can likewise be absorbed to a small extent by means of lateral movement gaps.

In contrast to conventional single-articulated vehicles, which do not allow the necessary lateral movement of the car underframe and chassis of adjacent cars relative to each other in relation to line selection, the articulation arrangement according to the present invention is in contrast to conventional single-articulated vehicles. Conversely, a lateral movement of the carriage undercarriage and the chassis of adjacent carriages relative to one another can be achieved. Since the pivoting movement of the two carriages about the vertical axis can be effected by means of the first joint and the lateral movement of the carriages relative to each other can be carried out by means of the drawbar, the vehicle according to the invention is, however, not a double articulated type, as already mentioned above. vehicle, but a modified single articulated vehicle.

Expandingly, the first hinge is suitably configured to transmit support loads between the first car and the second car. The support load acts in particular in the direction of the vertical axis and thus in the vertical direction. Support loads must especially be absorbed when the carriage itself is not supported on the chassis or on the bogie, or when the position of the centre of gravity of the carriage is deviated from the centre of the bogie in the case of a single articulated vehicle. It is therefore mainly generated by the gravity of the carriage. As already mentioned, the connection of the first articulation with respect to the first carriage and with respect to the second carriage is also designed accordingly and is otherwise suitably constructed.

To this end, the drawbar can be supported on the first carriage in the vertical direction. In particular, the drawbar can be guided through openings in the first car, in particular through openings in the bogie end beams or end beams of the first car, and be supported therethrough in the vertical direction, in particular downwards and upwards.

Additionally or alternatively, the connection of the drawbar and the carriage serves to support the drawbar in the vertical direction. For this purpose, the connection of the drawbar and the carriage can be designed such that the axis of rotation extends vertically (ie in the direction of the vertical axis of the first carriage or vehicle) and allows movement of the drawbar, in particular in the horizontal plane, only in the horizontal plane. Rotational movement of the drawbar around the axis of rotation.

For vertical support and thus for transmission of vertical forces, the drawbar can be supported upwards and/or downwards in the recess by means of sliding friction pairs or by means of support rollers. This serves in particular to reduce frictional losses. The support rollers are arranged in particular on the sides of the drawbar which can roll on correspondingly suitable surfaces of the recess. Complementary and mutually aligned sliding surfaces can be arranged on both sides.

The recess is located in particular between the axis of rotation and the first articulation and is therefore in the direction of the end of the first carriage facing the second carriage, viewed from the axis of rotation. The recess is in particular in the region of the end of the first carriage that faces the second carriage.

As sliding friction pairs, for example Teflon-polished stainless steel, polyamide-polished hardened steel or also hard-hard friction pairs, eg with hard manganese plates, are conceivable.

Preferably, so-called support rollers or curvilinear rollers are provided as support rollers, which consist of rolling bearings with a thick-walled outer ring and a spherical surface of the outer ring.

In this case, a small play is provided between the support rollers and the upper and/or lower rails in order to enable a low-friction kinematic rolling. Optionally, separate support rollers can also be provided for the upward and/or downward support. Backlash-free adjustment is possible by means of the support rollers with eccentrics.

In order to prevent jamming of the roller guide, eg by very small stones on the raceway, scrapers can be provided in front of the support rollers.

A reduction in the Euler-buckling effective length of the drawbar is also achieved by the guide of the drawbar in the recess, or by the vertical guide of the drawbar through a further recess arranged with a small clearance relative to the drawbar. The drawbar is designed as a buckling-resistant Euler pressure bar with respect to the longitudinal pressure, eg from a crash load situation. Since the drawbar is inserted into the carriage undercarriage, the drawbar can be surrounded by the carriage undercarriage upwards and/or downwards with little play. As a result, a significant reduction in the effective length of the buckling according to Euler's theorem is achieved, whereby the drawbar can obviously be designed more easily.

By extension, the ratio of the gap, in particular the gap for vertically supporting the drawbar through the gap, from the axis of rotation to the distance from the first joint element to the axis of rotation is at least 1/2, in particular at least 2/3, in particular is at least 3/4.

Otherwise, the drawbar can only be rotated about the vertical axis of the rail vehicle. The drawbar is connected to the first car below the first car, so that the drawbar only allows a swiveling or pivoting movement of the drawbar about a rotational axis extending parallel to the vertical axis of the rail vehicle, for example by means of a hinge.

According to a further embodiment of the invention, the drawbar is arranged on or connected to the first carriage, in particular elastically, so that the axis of rotation can be displaced from the rest position in the longitudinal direction of the first carriage, at least along the action to the first articulation The direction of the pressure on the piece is offset, and the pressure acts in the direction of the first carriage. Thus, the entire drawbar is mounted on the first carriage in a movable manner with a directional component in the longitudinal direction of the first carriage, at least within narrow predetermined boundaries. The rest position is determined in a rest state of the vehicle in which no forces are applied. In this stationary state, the vehicle is located on a level, curve-free and straight road segment. There is no external force acting on the vehicle or its components other than its own gravity. The axis of rotation lies in particular on the longitudinal axis of the vehicle.

The pressure acts with a directional component from the first hinge towards the first carriage. If, in contrast, the drawbar is subjected to a tensile force acting on the first joint, the drawbar extends in the direction of the second carriage as viewed from the axis of rotation.

By extension, the drawbar is arranged on the first carriage by means of an elastic drawbar support. The elastic drawbar support is accordingly designed to enable the above-mentioned deflection of the axis of rotation from the rest position parallel to the longitudinal direction of the vehicle in the direction from the first joint to the first carriage.

The elastic drawbar support can be fastened directly on the first carriage, in particular on the body of the first carriage.

By extension, in its rest position the axis of rotation rests on an end stop which prevents movement of the axis of rotation parallel to the longitudinal direction of the vehicle in a direction directed towards the end of the first carriage facing the second carriage. Therefore, if a tensile force acts on the first hinge, the axis of rotation is therefore not offset. In an extended manner, the elastic drawbar support includes a spring element which produces a pretension in the direction of the end of the first carriage that faces the second carriage. If the rotary shaft is deflected out of the rest position due to the pressure, the spring force of the spring element acts in the opposite direction, which leads to a return of the rotary shaft into the rest position in the absence of pressure.

In order to limit the movement of the rotational axis in the longitudinal direction of the vehicle, at least one end stop can also be provided on each side.

In order to increase the longitudinal flexural rigidity or flexural strength of the train, the drawbar can additionally have projections, for example in the form of curved flanges, which are combined with the projections rigidly arranged on the first carriage. A stop, for example in the form of an arc, of the stop, which is formed complementary to the outlet, cooperates so that when the axis of rotation starts from its rest position and therefore at least in the direction from the first articulation to the first carriage, parallel to the vehicle When offset in the longitudinal direction, the projections abut against the stop, and the force, in particular the pressure from the first joint that acts in the direction of the axis of rotation, passes through the projections which abut against the stop. The outlet is guided from the drawbar into the first carriage. The bulge that rests on the stop acts as a "bending brake or buckling suppressor" by the resulting frictional force.

The projections are advantageously shaped with a directional component perpendicular to the longitudinal axis of the drawbar. In this case, the projections can only be designed as bolts or, for example, as curved flanges. The stop can have a complementary contour for better guidance. The stop can likewise be of arc-shaped design, in particular with a radius corresponding to the distance from the axis of rotation.

A stop complementary to the projection is advantageously arranged in the region of the recess, which itself is in turn preferably arranged in the region of the end of the first compartment facing the second compartment. By extension, the edge of the recess acts as a stop in order to absorb at least the compressive force originating from the first joint and acting on the drawbar in the direction of the axis of rotation. However, it is also possible to provide guides on both sides of the projections, so that they can also come into contact on opposite sides, and the tensile force can be introduced into the first carriage from the first joint.

In the rest position of the rotary shaft, the projection has a predetermined, in particular an adjustable distance from the stop.

The elastic drawbar support and/or the distance of the projection relative to the stop in the rest position of the rotary shaft can be designed such that the maximum deflection of the rotary shaft does not exceed a value of 20 mm, in particular a value of 10 mm. For example, the distance between the end stops is up to 20 mm, in particular up to 10 mm. In particular, the elastic drawbar support and the distance of the projection relative to the stop in the rest position of the rotary shaft are adapted to each other. The stop acts as a stop opposite the end stop of the elastic drawbar support for limiting the movement of the drawbar with a directional component in the longitudinal direction of the vehicle. Similar to the vertical support of the drawbar through the cutout, the projection and the stop here also form an active, in particular a sliding, surface. Alternatively, the drawbar can also have at least one roller, which can rest against a stop and can stop during a lateral movement of the first joint and/or during a rotational movement of the drawbar about the pivot axis Scroll up. As a result, stabilization of the carriage chain against lateral bending is eliminated as far as possible, while the drawbar furthermore has a significantly shortened Euler buckling effective length. The rollers can be supported on the projections and have a vertically extending rolling axis. The rollers and the stop part form a rolling friction pair. However, a sliding face with higher sliding friction is preferred.

Now, if longitudinal pressure, which could lead to bending, acts on the joint, the drawbar is moved towards the elastically mounted rotational axis, so that the distance between the projection and the stop is eliminated, and the projection abuts against the stop superior. The predominant portion of the longitudinal pressure is thus supported on the stop and generates frictional forces here, which act against further lateral movement and thus bending in the case of high longitudinal forces. Due to the large longitudinal distance between the stop and the axis of rotation, the frictional forces here result in very high stabilizing moments, which act against the tendency to bend. Conversely, at low longitudinal force levels, lateral movability can be achieved smoothly. A further advantage is that high longitudinal pressures, eg from crash load situations, no longer have to be guided by long drawbars, but are conducted very directly into the body via the stops. This opens up further lightweight construction potential by significantly shortening the Euler buckling effective length.

By extension, the ratio of the distance of the projections relative to the axis of rotation to the distance of the first joint piece relative to the axis of rotation is at least 1/2, in particular at least 2/3, in particular at least 3/4.

A further development of the invention provides that the rotatability of the drawbar about the axis of rotation is limited by the transverse stop. Thus, for example, a rubber bumper is arranged as a transverse stop at the end of the recess, which acts in the direction of the drawbar. By extension, the distance of the transverse stops from one another or the distance of each transverse stop relative to the longitudinal axis of the vehicle can be adjusted. For example, additional spacers or washers can be installed below the lateral stops in order to set the maximum travel for lateral mobility.

Furthermore, the rotatability of the drawbar about the axis of rotation can be influenced by at least one element having an elastic and/or damping effect. An elastic element (also called restoring element), in particular at least one spring, can also bring about restoring the drawbar into the neutral position. It is designed to exert a predetermined force, which is greater than zero, on the drawbar in a predetermined direction, which force acts against a rotational movement of the drawbar about the axis of rotation from a predetermined intermediate position. The elastically acting restoring element is thus also used for the centering of the first joint. Likewise, the drawbar support can have friction-type swing damping means for influencing the rotatability of the drawbar about the axis of rotation. In the predetermined intermediate position, the carriages do not move laterally relative to each other, and the longitudinal axes of the first carriage and the second carriage coincide. In the predetermined rest position, the first articulation element is located, in particular, on the longitudinal axis of the first body of the articulated vehicle. In the predetermined rest position, the first joint is free from external forces, in particular transverse to the longitudinal axis of the first carriage. The force of the restoring element generally acts towards the neutral position with at least one directional component transverse to the longitudinal axis of the first body. At least one directional component of the force of the restoring element transverse to the longitudinal axis of the first carriage has a predetermined value greater than zero.

The pivot point of the rotational movement of the first and second carriages about the vertical axis of the articulated vehicle, starting from the rest position, a movement transverse to the longitudinal axis of the first carriage is therefore only possible when a predetermined force is exceeded, which The predetermined force acts transversely to the longitudinal axis of the first carriage towards the rest position of the pivot point of the pivoting movement of the first carriage and the second carriage about the vertical axis of the articulated vehicle and is applied by the restoring element.

According to a further development, the predetermined force is greater than the friction torque in the first joint, which acts against the rotational movement of the first and second carriages about the vertical axis of the articulated vehicle.

According to a further development, the predetermined force has a predetermined ratio to the deflection angle and/or the deflection moment of the chassis of the first and/or second carriage. The preset force may also more commonly have a preset ratio relative to the deflection angle and/or deflection moment of one or more chassis below the car which requires lateral movability in a narrow arc sequence.

The predetermined force is applied in particular mechanically (for example by means of a spring), electrically (for example by means of an electric motor) or pneumatically or especially hydraulically. The restoring elements are respectively arranged in an extended manner on and/or connected to the first carriage and are connected directly or indirectly to the drawbar.

As already mentioned above, the articulated vehicle may comprise at least one damping element which damps at least the rotational movement of the drawbar about the axis of rotation and thus the swivel of the rotational movement of the first and second carriages about the vertical axis of the articulated vehicle The movement of the fulcrum transversely to the longitudinal axis of the first carriage from the predetermined rest position produces damping.

In an extended manner, the damping element damps all movements of the first joint transversely to the longitudinal axis of the first car body, whether moving out of the rest position or returning to the rest position from a shifted position. In the sense of the orientation of the carriage chain, it is meaningful to dampen the movement back to the rest position more weakly.

In a further development it is provided that the rotatability of the drawbar about the axis of rotation can be blocked, for example by means of a pin which is guided through a vertical bore in the drawbar and a complementary bore in the first carriage hole. For example, the freedom of lateral mobility can be blocked in a simple manner by means of pins which are inserted through holes in the drawbar and in the undercarriage. Alternatively, the locking of the drawbar can also be effected, for example, by means of a pin on the left and right of the drawbar and/or by means of a clip which pivots on the drawbar.

The lateral movability of the pivot point of the first joint is released in particular in narrow areas of the road network, for example in warehouses/garages, in loops or at points of curvature change with narrow building approach limits. Conversely, the rotatability of the tow bar is blocked in the event of a vehicle rescue by dragging or pushing. A further possibility is to measure the force acting on the blocking device in the blocking state and to output a signal, in particular to the driver of the articulated vehicle when a predetermined threshold value is exceeded, or to limit the drive of the articulated vehicle force in order to limit the risk of bending or also limit the force on the rail caused by jamming in the rail (Spurführungskraft).

In addition to the locking device, the vehicle may also comprise adjustment devices for moving the drawbar about the axis of rotation and thus for moving the first articulation and thus the first and second carriages around the vertical axis of the articulated vehicle fulcrum movement of the rotational movement with a directional component transverse to the longitudinal axis of the first car and thereby serves for mutual movement of the first and second cars in the direction of the transverse axis of the vehicle. Furthermore, the articulated vehicle may comprise a control device for actively controlling the adjustment device, eg as a function of the yaw angle of the chassis of the first and/or second carriage. Thus, a proportional displacement of the carriages relative to each other in the transverse direction of the first carriage is possible in the event of exceeding a preset threshold value for the deflection angle of the chassis or bogie of the first and/or second carriage.

The adjustment device applies a predetermined force similarly to the reset element. The adjusting device is configured correspondingly in an extended manner and is arranged on the first carriage. The predetermined force is applied in particular mechanically (for example by means of a spring), electrically (for example by means of an electric motor) or pneumatically or in particular hydraulically. By extension, the adjustment device and the reset element are identical. A control device may be used to actively control the reset element.

By extension, the maximum angle of rotation of the first articulation element is at least 25°, in particular at least 35°, during a rotational movement of the first carriage and the second carriage about the vertical axis of the articulated vehicle. The maximum pivot angle is the maximum possible pivot angle allowed by the first hinge. The first joint is designed such that the maximum pivot angle is not exceeded, for example by means of end stops. Here, the end stops can also be arranged directly between the mutually facing ends of the first carriage and the second carriage.

In addition to a small building proximity limit requirement, the present invention additionally has the advantage of a uniform axle load distribution and low hinge loads.

In order to limit the rotational movement of the first carriage and the second carriage about the vertical axis of the articulated vehicle, an end stop can additionally be arranged on the first and/or the second carriage. In this case, the end stops are designed and oriented in particular to be complementary to each other, the end stops being arranged, for example, directly between the mutually facing ends of the first carriage and the second carriage. In order to distinguish it from other stops, this end stop can also be referred to as an offset stop.

Expandingly, the drawbar can include integrated damping elements.

The advantages of the invention are especially the use of efficient, simple and inexpensive components instead of special components from machine tool construction, such as heavy duty linear guides or crossed roller bearings.

A very advantageous vertical support can take place here. A pitching moment in the form of a couple (eg from a rerailing process) is supported by the longitudinal spacing between the axis of rotation below the first car and the first hinge as the actual pivot hinge. Here, significantly reduced forces are produced by the large longitudinal distance. This allows weight reduction in the car body.

The large length of the pitching moment support furthermore reduces the influence of unavoidable play on the vertical dynamics of the train and increases the rigidity of the pitching moment support.

The drawbar can fit into the existing gap between the two longitudinal members of the carriage underframe of the first carriage, whereby the ground clearance is significantly improved compared to the articulated drive.

Since the pitching moment support takes place away from the first joint, a greater ground clearance can be achieved at this point which is decisive for the ground clearance in the roof.

Due to the length of the drawbar, the forced longitudinal movement in the lateral movement of the carriages relative to each other is small, which significantly simplifies the design of the low-profile hinged floor. This also results in a significantly greater safety against bending of the train (longitudinal pressure is transmitted in the direction of the drawbar and thus approximately in the direction of the vehicle longitudinal axis, so that hardly any bending moments are created around the chassis).

The bending safety of the drawbar can be additionally increased by providing a buckling restraint (the lug of the drawbar and the complementary stop on the first carriage).

Lateral movement - locking of the degrees of freedom (eg for dragging) can be implemented simply by design. If necessary, the blocking for drag operation can be canceled based on the bending suppression.

Along the relatively long drawbar, lateral dampers can be easily and inexpensively installed in the chassis. Embodiments with sliding guides are also inexpensive and allow friction dampers to be provided. The embodiment with support rollers is likewise based on inexpensive standard components and enables a very low-friction embodiment of the lateral movability of the first joint.

Expandingly, the first articulation is constructed and thus arranged between the first and second carriages so that the pivot point of the rotational movement of the first and second carriages about the vertical axis of the vehicle is connected to the first and second carriages. The ratio of the distances of the carriages is in the range of 0.25 to 4, in particular in the range of 0.8 to 1.25. Preferably, the first hinge is centrally arranged between the first car and the second car.

The distance between the pivot points is measured relative to the end sides of the respective carriages with which the carriages are terminated. Possible components, such as brackets with which the first hinge is connected to the second car, are not part of the car. Conventional carriages include longitudinal carriers, height carriers, and transverse carriers that enclose the interior space of the carriage. The front ends of the carriage are defined by the casing of the carriage, which also defines the interior space for enclosing the carriage.

According to a further development, the vehicle has at least one further third compartment, which is coupled to the second compartment by a second joint, wherein the second articulation is arranged between the second compartment and the third compartment and is suitably constructed At least for effecting rotational movement of the second and third carriages about a vertical axis of the vehicle, and configured to transmit driving and braking forces between the second and third carriages. The second hinge may also be suitably configured to transmit support loads between the second and third carriages. The second articulation is also movably connected to the second car so that the pivot point of the rotational movement of the second and third cars about the vertical axis of the vehicle is movable transversely to the longitudinal axis of the second car and thus in addition to about In addition to the pivoting or pivoting movement of the vertical axis, a movement, in particular a displacement, of the second and third carriages relative to each other in the direction of the vehicle transverse axis is also possible. The second hinge has the same function between the second and third cars as the first hinge between the first and second cars. It can also be constructed in the same way. The connection of the second hinge to the third carriage also functions using a similar technique and can be constructed identically. Thus, the entire embodiment concerning the first articulation, the drawbar and its articulation on the carriage is reversible.

By extension, the vehicle may comprise a coupling device, which is designed such that a movement of the first articulation part transversely to the first compartment with a first magnitude causes the second articulation part transversely to the third compartment in a predetermined manner, in connection with the first articulation. The movement of the second value in relation to the value.

The drawbar may have a length in excess of 2m and enable a lateral movability of +/- 250mm of the first hinge. Vertical support can be carried out with one support roller each to the left of the drawbar and to the advantage.

The present invention can realize a large number of embodiments. The invention is explained in more detail with the aid of the ensuing drawings, in which design examples are shown.

The invention is shown schematically in the accompanying drawings. The bottom side of the first car 1 of the rail vehicle is shown.

The second carriage 2 is coupled with the first carriage 1 through a first hinge 3 . The first joint 3 is arranged centrally here between the end 21 of the first carriage 1 and the end 22 of the second carriage 2 . The first articulation is suitably constructed at least for implementing a rotational movement of the first and second cars 1 and 2 about the vertical axis of the rail vehicle and for transmitting the driving force between the first and second cars 1 and 2 and braking force. The vertical axis 5 is here perpendicular to the drawing plane.

The first hinge 3 is rigidly connected to the second carriage 2 by means of a bracket 6 and to the first carriage 1 by means of a drawbar 4 .

Here, the first articulation part or the first articulation body of the first articulation part 3 is rigidly connected to the drawbar 4 , wherein the second articulation part or the second articulation body of the first articulation part 3 is rigidly connected to the second carriage 2 connect.

The drawbar 4 extends below the first carriage 1 . The drawbar is rotatably arranged on the first carriage 1 about a rotation axis 7 which allows the drawbar 4 to rotate in a horizontal plane. Here, the axis of rotation 7 extends parallel to the vertical axis 5 . During the rotation of the drawbar 4 about the axis of rotation 7 in the horizontal plane, the first joint 3 performs a movement with a directional component transverse to the longitudinal axis of the first carriage 1 . Thereby, the second carriage 2 is movable relative to the first carriage 1 in the lateral direction of the first carriage 1 .

The pivot shaft 7 is hinged elastically in the longitudinal direction below the first carriage 1 . For this purpose, the drawbar 4 is connected to the first carriage 1 via an elastic drawbar support 8 . In this embodiment, the drawbar support 8 comprises a stable housing 16 which is rigidly fastened to the first carriage 1 and serves to absorb the connecting forces and guide them into the first carriage 1 ; a further articulation 9 , in particular the hinge (which enables the rotational movement of the drawbar 4 about the axis of rotation 7 ); the bracket 10 and the restoring element 11 .

In addition to the bracket 10 , further articulations 9 are also rigidly connected to the drawbar 4 . A restoring element 11, such as a spring, is arranged between the housing 16 and the bracket 11 and is preloaded in a direction directed relative to the end 21 of the first carriage.

The force _FD shown by the arrow, which acts parallel to the longitudinal direction of the vehicle in the direction of the first axis of rotation 7 , which causes a compression of the restoring element 11 and thus a deflection of the axis of rotation 7 from its rest position in the direction of the arrow on hinge 3.

In the rest position, the air gap 12 between the end stop of the housing 16 and the stop plate 17 , which forms the base of the bracket 10 , is zero. The stop plate 17 abuts against an end stop of the housing 16 . As a result, the pulling force is transmitted by the drawbar 4 .

As the opposite stop 14 and thus in order to transmit a sufficient pressure to the drawbar 4 , a stop slot with an adjustable play is provided on the first carriage 1 close to the first joint 3 . The stop chute is a part of the car underframe, in particular for connecting the two longitudinal beams 18 of the first car body 1 and the top plate 23 for transmitting the pressure to the two longitudinal beams 18 . The stop chute 14 is thus rigidly on the first carriage 1 . The drawbar 4 is guided through a recess in the underframe of the carriage. The stop slot 14 is formed by the surface of the carriage undercarriage which is adjacent to the recess, in particular by the surface of the carriage undercarriage which adjoins the recess or delimits the recess. In this case, the stop groove is embodied in an arc shape. Relative to the stop chute, the flange is formed as a projection 13 from or onto the drawbar 4. The flange 13 itself is rigidly connected to the drawbar 4 and is adequately dimensioned for the transmission of forces. The flange 13 is complementary to the stop slot 14 and is likewise arc-shaped. Here, an air gap 15 also exists between the flange 13 and the stop slot 14 .

The force _FD can, however, lead to an energy absorption of the restoring element 11 and to a deflection of the rotary shaft 7 from its rest position in the direction of the arrow until the flange 13 rests on the stop link 14 . The flange 13 and the stop groove 14 cooperate to introduce the pressure _FD into the first carriage 1 .

The opposing surfaces of the flange 13 and the stop groove 14 , which can abut against each other, are designed as friction surfaces with a predetermined friction value. This can also lead to the fact that the rotational movement of the drawbar 4 about the axis of rotation 7 becomes difficult when the flange 13 rests on the stop link 14 .

In order to also absorb the tensile forces acting on the drawbar from the first joint and in the direction of the axis of rotation, a further stop, not shown here, can also be provided in relation to the stop slot 14, so that the flange 13 is also The first carriage 1 can be placed in opposing contact, and a tensile force can be introduced into the first carriage 1 . The flange 13 is thus guided on both sides.

The distance between the stop chute 14 and the rotation shaft 7 is at least as large as the distance between the rotation axis 5 of the first hinge member 3 and the stop chute 14. Preferably, the distance between the stop chute 14 and the rotation shaft 7 is greater than the distance between the rotation axis 5 of the first hinge member 3 and the stop chute 14 . The buckling effective length of the drawbar 4 is thus significantly reduced.

The recesses also serve for the vertical support of the drawbar 4 and for the transmission of vertical forces, in particular gravity, in particular load differences, between the carriages 1 and 2 . The vertical force is here again perpendicular to the drawing plane.

The face of the drawbar opposite the recess is supported upwards and/or downwards, for example by means of support rollers. Thereby, the friction is negligibly small. Alternatively, mutually complementary and mutually oriented sliding surfaces can be arranged on both sides.

In other respects, the first articulation 3 and the drawbar 4 and in particular the also elastic drawbar support 8 (including the further articulation 9 ) are designed around the axis of rotation 7 as follows, so that the first carriage and the third The vertical load difference is transmitted between the two cars 1 and 2.

Here, a spring 19 and a damper 20 are provided in order to orient the drawbar 4 towards the neutral position and thus towards the longitudinal axis of the vehicle.

Claims (8)

Claims 1. A rail vehicle having a first car and at least one further second car (1, 2), the cars being interconnected by a first hinge (3), wherein the first hinge (3) is arranged at between the first and second cars (1, 2), and at least suitably constructed for carrying out the rotational movement of the first and second cars (1, 2) about the vertical axis of the rail vehicle, and suitably constructed with For transmitting the driving force and braking force between the first carriage and the second carriage (1, 2), it is characterized in that the first hinge (3) is connected to the first carriage (1) through a drawbar (4) ) connected and rigidly connected to the second carriage (2), wherein the drawbar (4) is rotatably arranged in the first carriage (1) below the first carriage (1) about a rotation axis (7) On the other hand, the axis of rotation allows the drawbar (4) to rotate in a horizontal plane, so that the first hinge (3) can move with a directional component transverse to the longitudinal axis of the first carriage (1). , the drawbar (4) is guided through a gap in the first carriage (1) and is supported in the vertical direction. 2. Rail vehicle according to claim 1, characterized in that the first carriage (1) and the second carriage (2) are respectively supported on at least one chassis. 3. Rail vehicle according to claim 1 or 2, characterized in that the rail vehicle is a low-rack rail vehicle, wherein the first articulation (3) is arranged in the first and second carriages (2) Below the connecting channel between the low racks between the carriages. 4 . The rail vehicle according to claim 1 , wherein the drawbar ( 4 ) is supported upwards and/or downwards in the recess by means of sliding friction pairs or by means of support rollers. 5 . 5. The rail vehicle according to claim 4, characterized in that the ratio of the spacing of the notch relative to the axis of rotation (7) to the spacing of the first hinge member (3) relative to the axis of rotation (7) is at least 1/2. 6 . The rail vehicle according to claim 1 , wherein the drawbar ( 4 ) is arranged on the first carriage ( 1 ) so that the axis of rotation ( 7 ) can proceed from a rest position in the longitudinal direction of the vehicle. 7 . Orientation offset. 7. Rail vehicle according to claim 6, characterised in that the drawbar (4) has a projection (13) which is in contact with a stop rigidly arranged on the first carriage (1) The stop (14) cooperates so that, starting from its rest position, the axis of rotation (7) is parallel to the longitudinal direction of the vehicle at least in the direction from the first joint (3) towards the first carriage (1) When deflected, the projection (13) rests on the stop (14) and acts parallel to the longitudinal axis of the vehicle in a direction pointing from the first joint (3) towards the first compartment (1) The force on the drawbar (4) is introduced from the drawbar (4) into the first carriage (1) via the lug (13) which rests on the stop (14). 8. The rail vehicle according to claim 7, characterized in that the ratio of the distance between the projections (13) relative to the axis of rotation (7) and the distance between the first hinge member (3) relative to the axis of rotation (7) is at least 1/2.

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