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EP0728648B1 - Train articulé - Google Patents

Train articulé Download PDF

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Publication number
EP0728648B1
EP0728648B1 EP96102028A EP96102028A EP0728648B1 EP 0728648 B1 EP0728648 B1 EP 0728648B1 EP 96102028 A EP96102028 A EP 96102028A EP 96102028 A EP96102028 A EP 96102028A EP 0728648 B1 EP0728648 B1 EP 0728648B1
Authority
EP
European Patent Office
Prior art keywords
train
units
joint
articulated
ball
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.)
Expired - Lifetime
Application number
EP96102028A
Other languages
German (de)
English (en)
Other versions
EP0728648A1 (fr
Inventor
Rudolf Dr. Sommerer
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.)
Jenbacher Energiesysteme AG
Original Assignee
Jenbacher Energiesysteme AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jenbacher Energiesysteme AG filed Critical Jenbacher Energiesysteme AG
Publication of EP0728648A1 publication Critical patent/EP0728648A1/fr
Application granted granted Critical
Publication of EP0728648B1 publication Critical patent/EP0728648B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles

Definitions

  • the invention relates to a articulated train with two or more articulated train units.
  • the object of the invention is to provide a articulated train which on the one hand has the necessary articulation and on the other hand allows stable straight running even at higher speeds.
  • this is achieved in a articulated train of the type mentioned in the introduction in that in the same articulated train two differently designed or differently set joint types are provided in each case between two adjacent pull units, the first joint type being a ball or universal joint and the second joint type is a hinge joint with a vertical axis of rotation.
  • a particularly favorable variant of the invention is that at least some of the articulation devices between the traction units are optionally switchable between two articulation type functions, the first articulation type being a ball or universal joint and the second articulation type a hinge articulation with a vertical axis of rotation is.
  • the basic idea of the invention is to compromise by using different types of joints to achieve between the requirement of sufficient flexibility on the one hand and stable straight running on the other.
  • the ball joints or universal joints allow maximum articulation, namely not only about a vertical axis, but also in other directions.
  • the articulated train can also bend around a horizontal axis, which occurs, for example, when the track changes from a flat area to an incline. Due to the high degree of articulation of ball and cardan joints, problems can arise with stable straight running, especially at higher speeds.
  • the articulation devices between the traction units can advantageously be constructed essentially identically, which makes production and storage simple and allows a modular arrangement of articulated trains.
  • a preferably hydraulic blocking device can then be present, which reduces the mechanically existing ball joint or universal joint function to a pure hinge function. This changeover does not require any design changes, just a simple changeover of the hydraulics.
  • the articulated trains shown in Fig. 1 are modular and have articulated train units. In the illustrated embodiment, these are alternately biaxial carriage units 1 and wheelless transport units 2. The wheelless transport units are carried in the upper area of the carriage units 1 by a joint device to be described. Of course, other exemplary embodiments are also conceivable in which all the train units are provided with wheels.
  • the switchability of the articulation device between two articulation type functions can also be used in operation, in particular if it is implemented hydraulically.
  • this hinge joint blocking can be released, whereby the joint device works again as a full ball or universal joint.
  • Switching can be done manually or automatically, for example depending on the driving speed or measured buckling forces between the train units.
  • a ball or cardan joint 3b can be provided in the upper area between the pulling units 1, 2, which carries the transport units 2 from the carriage unit 1.
  • a hydraulic blocking device in the form of two hydraulic piston-cylinder units 4 is provided in the lower joint area between the pulling units 1, 2.
  • These piston-cylinder units of the blocking device 4 are arranged in the top view on the left and right of the ball or universal joint 3b and are articulated with one end each on the pulling unit 1 or 2.
  • a different type of joint can be implemented between the pulling units 1, 2.
  • piston-cylinder units are freely movable independently of one another, they do not inhibit the ball or cardan joint function of the ball or cardan joint 3b in the upper joint area and, in addition to steering around a vertical axis, it is also possible to bend around a horizontal axis , as shown on the right in Fig. 2 with dashed lines.
  • the piston-cylinder units 4 are hydraulically connected to one another connected that a compression of one piston-cylinder unit is necessarily accompanied by an extension of the other piston-cylinder unit, there can no longer be any bending around a horizontal axis, but only steering around a vertical axis, as is the case with the left joint 2 and 3 is shown.
  • the supporting ball joint 3b is provided in the upper area and is fixedly connected to the transport unit 2 via a support 5.
  • the ball joint 3b is preferably mounted displaceably in the longitudinal direction of the train, a hydraulic piston 7 connected to the ball joint being arranged in a carriage-fixed hydraulic cylinder 6. Due to this storage, it is possible to achieve a buffer function in the longitudinal direction of the train.
  • the hydraulic system shown in FIG. 6 can be provided.
  • An overpressure valve 9 is provided in a hydraulic line 8, the overpressure value being adjustable via an adjusting unit 10.
  • the hydraulic oil cannot flow out of the line 8 and thus out of the cylinder 6 up to a set positive pressure, so that the piston 7 connected to the ball joint 3b cannot move. If a certain pressure is exceeded, the hydraulic fluid can flow into the damping unit 11, in which a piston 13 loaded via a spring 12 is arranged. The piston 13 is then displaced against the action of the spring 12 and the piston 7 with the ball joint 3b can move damped in the longitudinal direction of the train.
  • the damping unit 11 with the spring-loaded piston 13 it is also possible to provide a large, unloaded container in order to remove it from the hydraulic cylinders 6 oil draining. A pump can then be pumped back out of the container.
  • the two hydraulic piston-cylinder units 4 which operate as a blocking device or damping device, are provided in the lower joint area.
  • the hydraulic piston-cylinder units 4 work as a blocking device, which reduce the inherent ball joint function of the ball joint 3b to a pure hinge joint function, so that the two carriage units 1, 2 are only one more vertical axis are pivotable against each other, but can no longer bend around a horizontal axis.
  • the hydraulic circuit has the effect that when one piston-cylinder unit is compressed, the other piston-cylinder unit is extended by a corresponding amount.
  • the hydraulic fluid flows from the front chamber 16 via the line 17, the changeover valve 14 and the line 18 into the front chamber 16 of the lower piston-cylinder unit 4 in FIG. 7 the piston 15 together with the piston rod are pressed outwards.
  • the rear chambers 19 are also connected to one another via lines 20.
  • the changeover can also take place without changeover valve 14 in that the hydraulic lines 17, 18 and 20 are connected directly to one another as in the position of the changeover valve 14 shown in FIG. 7 and once as in the valve position shifted according to arrow 21. If you connect the hydraulic lines in one way or another, you can only make this switchover in the factory (and not constantly on the route). But the advantage remains of the same mechanical construction, which only requires a hydraulic switchover, namely in converting the lines, in order to realize once in the ball joint and once in the hinge joint.
  • the piston-cylinder units 4 can also be damped as a function of the speed.
  • the piston-cylinder units 4 can be used in particular in the end cars of the articulated train to actively steer the train units against each other.
  • a correspondingly controlled hydraulic pump will then have to be installed in the hydraulic lines 17, 18 and 20, respectively.
  • a tension spring unit can be provided above the piston-cylinder units 4 laterally next to the ball joint 3b, which is connected at the end to the respective train unit.
  • a link 26 (cf. in particular FIGS. 4 and 5) lying transversely to the direction of travel is provided, which is articulated at one end to one train unit 1 and at the other end to the other train unit 2.
  • the handlebar has a spring unit 27, which allows a change in length of the handlebar in tension and pressure against spring forces.
  • the handlebar serves to cushion and dampen pendulum movements of the transport units 2 and thus to stabilize the articulated train.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Manipulator (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Mechanical Operated Clutches (AREA)
  • Machine Tool Units (AREA)
  • Accommodation For Nursing Or Treatment Tables (AREA)

Claims (12)

  1. Train articulé comportant deux ou plusieurs unités de train reliées l'une à l'autre de manière articulée, caractérisé en ce que, dans un seul et même train articulé, sont prévus en service, respectivement entre deux unités de train voisines (1, 2), deux types d'articulation (3a, 3b) de conceptions différentes ou ajustés différemment, le premier type d'articulation étant une articulation à rotule ou un cardan (3b) et le second type d'articulation étant une articulation à charnière (3a) présentant un axe de rotation vertical.
  2. Train articulé comportant deux ou plusieurs unités de train reliées l'une à l'autre de manière articulée, caractérisé en ce qu'au moins une partie des dispositifs d'articulation entre les unités de train (1, 2) est conçue de manière à être sélectivement commutable entre deux fonctions de type d'articulation (3a, 3b), le premier type d'articulation étant une articulation à rotule ou un cardan (3b) et le second type d'articulation étant une articulation à charnière (3a) présentant un axe de rotation vertical.
  3. Train articulé selon la revendication 1 ou 2, caractérisé en ce que le dispositif d'articulation comprend une articulation à rotule ou un cardan (3b) et un dispositif de blocage (4) destiné à réduire la fonction d'articulation de l'articulation à rotule ou du cardan à celle d'une articulation à charnière.
  4. Train articulé selon la revendication 3, caractérisé en ce que le dispositif de blocage comporte deux ensembles à piston et cylindre (4) qui, lorsque l'on regarde de dessus le train articulé, sont disposés à gauche et à droite de l'articulation à rotule ou du cardan (3b) et qui sont chacun articulés, par une extrémité, sur une unité de train (1) et, par l'autre extrémité, sur l'une des unités de train voisines (2).
  5. Train articulé selon la revendication 4, caractérisé en ce que les ensembles à piston et cylindre (4), pour l'établissement de la fonction d'articulation d'une articulation à charnière (3a), sont raccordés l'un à l'autre, par l'intermédiaire de conduits hydrauliques, d'une manière telle qu'un écrasement de l'un des ensembles à piston et cylindre s'accompagne obligatoirement d'un allongement de l'autre ensemble à piston et cylindre.
  6. Train articulé selon la revendication 4, caractérisé en ce que les ensembles à piston et cylindre agissent comme des tampons amortisseurs hydrauliques à l'égard de mouvements autour d'un axe horizontal de l'articulation à rotule ou du cardan.
  7. Train articulé selon l'une des revendications 3 à 6, caractérisé en ce que l'articulation à rotule ou le cardan (3b) est disposé dans la partie supérieure des unités de train et le dispositif de blocage (4), dans la partie inférieure des unités de train (1, 2).
  8. Train articulé selon l'une des revendications 1 à 7, caractérisé en ce que tous les dispositifs d'articulation (3b, 4) sont de conceptions structurellement identiques et sont sélectivement commutables ou modifiables, de préférence par voie hydraulique, entre une fonction d'articulation à rotule ou de cardan, d'une part, et une fonction d'articulation à charnière, d'autre part.
  9. Train articulé selon l'une des revendications 1 à 8, caractérisé en ce que, comme unités de train (1, 2), sont prévues en alternance des unités formant voiture (1) à deux ou plus de deux essieux et des unités de transport (2) dépourvues de roues, une unité de transport (2) dépourvue de roues étant disposée chaque fois entre deux unités formant voiture (1), en étant reliée de manière articulée à chacune des unités formant voiture (1) qui en sont voisines des deux côtés et en étant portée par ces dernières, de préférence au niveau de la partie supérieure des unités formant voiture (1).
  10. Train articulé selon l'une des revendications 1 à 9, caractérisé en ce qu'au moins une partie du dispositif d'articulation, de préférence une articulation à rotule ou un cardan, est montée mobile, de préférence dans la direction longitudinale du train, au moins par rapport à l'une des deux unités de train qu'elle relie.
  11. Train articulé selon la revendication 10, caractérisé en ce qu'un piston hydraulique (7) est disposé sur le dispositif d'articulation (3b) et un cylindre hydraulique (6), recevant ce piston, est disposé sur l'unité de train (1) (ou inversement).
  12. Train articulé selon l'une des revendications 1 à 11, caractérisé par une bielle de longueur modifiable à l'encontre de la force d'un ressort, placée transversalement à la direction du trajet de déplacement et qui est articulée, à une extrémité, sur l'une (1) des unités de train et, à l'autre extrémité, sur l'autre unité de train (2).
EP96102028A 1995-02-27 1996-02-13 Train articulé Expired - Lifetime EP0728648B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT349/95 1995-02-27
AT34995 1995-02-27

Publications (2)

Publication Number Publication Date
EP0728648A1 EP0728648A1 (fr) 1996-08-28
EP0728648B1 true EP0728648B1 (fr) 1997-09-10

Family

ID=3488256

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96102028A Expired - Lifetime EP0728648B1 (fr) 1995-02-27 1996-02-13 Train articulé

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EP (1) EP0728648B1 (fr)
AT (1) ATE157942T1 (fr)
DE (1) DE59600023D1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1170187A1 (fr) * 2000-07-06 2002-01-09 Alcan Technology & Management AG Articulation pour une caisse de véhicule
EP2572954A1 (fr) * 2003-11-19 2013-03-27 Bombardier Transportation GmbH Véhicule ferroviaire pour voyageurs articulé présentant un module de voiture intermédiaire
DE102004014903A1 (de) * 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
DE102004050369A1 (de) * 2004-10-15 2006-04-20 Siemens Ag Großräumiges Fahrzeug zur Personenbeförderung, insbesondere Schienenfahrzeug, mit gelenkig verbundenen Wagenkästen
DE102005041162A1 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen
FR2912365B1 (fr) * 2007-02-13 2010-03-12 Alstom Transport Sa Voiture ferroviaire de voyageurs, et rame de transport de voyageurs correspondante.
FR3018490B1 (fr) * 2014-03-12 2018-01-05 Alstom Transport Technologies Vehicule ferroviaire, notamment de type tramway, a gabarit reduit
CN106994979B (zh) * 2016-09-21 2019-09-13 比亚迪股份有限公司 轨道交通系统

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE490825C (de) * 1927-06-25 1930-02-04 Carl Buderus Wagen fuer Eisenbahnen, Strassenbahnen, Schnellbahnen u. dgl., insbesondere fuer Gelenkwagenzuege
US2462666A (en) * 1943-09-30 1949-02-22 Talgo Patentes Articulated railway vehicle
DE9404993U1 (de) * 1993-03-25 1994-06-16 Jenbacher Transportsysteme AG, Jenbach Balg

Also Published As

Publication number Publication date
ATE157942T1 (de) 1997-09-15
DE59600023D1 (de) 1997-10-16
EP0728648A1 (fr) 1996-08-28

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