CN211075896U - Rail vehicle having a first carriage and at least one further second carriage - 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 having a first carriage and at least one further second carriage

The invention relates to a multi-part, rail-mounted articulated vehicle, in particular a rail vehicle, having a first carriage and at least one further second carriage, which are coupled to one another by a first articulation, wherein the first articulation is arranged between the first carriage and the second carriage and is suitably configured at least for carrying out a rotary movement of the first carriage and the second carriage about a vertical axis of the rail vehicle and for transmitting a driving force and a braking force between the first carriage and the second carriage.

Articulated vehicles of the type mentioned at the outset, in particular large-volume vehicles for transporting people, for example rail vehicles or articulated buses for passenger traffic, are sufficiently known from the prior art.

When driving on dense track routes, the yaw angle of the chassis of the rail vehicle approaches its design limit. This is particularly relevant for low-frame vehicles, where the yaw angle is structurally limited based on the design of the low frame above the chassis, or results in an unacceptably narrow chassis passage width.

In this case, a distinction is made between so-called double-articulated vehicles known from DE 102010040840 a1 and multi-articulated vehicles (known from DE 9409044U 1 or EP 1580093B 1, for example) and so-called single-articulated vehicles (known from DE 3504471 a1, for example), 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 on their ability to drive on dense track routes. The number of articulations is always important, by means of which the cars supported on the chassis or bogie, respectively, are connected to each other.

As according to DE 19543183 a1, a classic bogie vehicle, which is also constructed in a low-frame design, has similar restrictions in terms of travel on dense track routes as a single-articulated vehicle, which can be combined into an articulated vehicle by means of double articulations or couplings.

Single articulated vehicles may also have multiple articulations between the cars. A single articulated vehicle, for example, has a lower and an upper articulation. The lower articulation is provided for coupling and transmitting driving forces, braking forces and, if necessary, gravity forces between the carriages. The upper hinge serves to release or limit pitch and/or yaw movement between the cars. In the side-to-side rocking motion, the cars twist off of each other. A number of solutions are known for upper articulations that are not resistant to side-to-side rocking or to twisting misalignment, for example document DE 1164246 a. The upper joint of DE 1164246 a is not suitable for transmitting drive forces and braking forces between the carriages.

The lower joint is often designed as a spherically movable joint and is rigidly connected to the vehicle body by a bracket. The lower articulation allows a turning movement of the car about a vertical axis (z-axis) and (according to design) in principle also a pitch movement and a roll movement.

The multi-articulated vehicle or the double-articulated vehicle is suitable for driving through narrow curve sequences without transition curves or with small curve radii, but a chassis with high deflection rigidity must be connected to the vehicle cabin. Otherwise, multi-linked vehicles are prone to longitudinal bending and associated derailment under the influence of longitudinal forces during braking and acceleration or during mountain travel. This leads to significantly deteriorated driving comfort, less dynamic safety against derailment and higher wheel track wear. The long sedan modules are also disadvantageous in multi-articulated vehicles compared to single-articulated vehicles

Resulting in a very uneven axle load distribution on the vehicle and thus very high on the central chassisThe shaft is loaded and the hinge is subjected to high vertical support loads. The high number of articulated regions and thus also of compartments furthermore leads to less attractive interior spaces and high design outlay.

Document DE 102010040840 a1 shows a vehicle with a double hinge. It is proposed to implement one of the double articulation points as anti-pitching instead of being coupled to the pitching, so that a double articulation with only one degree of freedom in pitching results. Additionally, a wheel longitudinal pendulum lever may be arranged in the top region. Alternatively, it is proposed to construct a three-piece vehicle such that the two unilateral anti-pitching double articulations are each coupled to one another in the head region by means of a kinematic coupling, so that the same pitch angle is formed on both articulations.

In contrast, single articulated vehicles are only conditionally suitable for driving through a trapezoidal line group (Gleisharfe), which has short curves, narrow C-or S-curves, which occur, for example, in particular in the region of a vehicle consist service line. Furthermore, single articulated vehicles have a higher static building approach boundary requirement when driving into a curve.

To solve this problem, documents DE 102014212360 a1 and DE 102014226695 a1 each disclose articulated vehicles with a lower articulation having an additional degree of lateral movement freedom.

The utility model aims to solve the technical problem that an articulated vehicle is provided, it is used for approaching the boundary limit demand operation with the simultaneously very little building under the complicated and condition that lacks the transition bend of route selection.

This object is achieved by the content of independent claim 1. The invention is based on the further development and the design in the features of the dependent claims.

The multi-piece, rail-bound articulated vehicle according to the invention, in particular a rail vehicle (hereinafter simply referred to as "vehicle"), comprises a first carriage and at least one further second carriage, the carriages being mutually coupled by means of a first articulation, the first articulation being arranged between the first carriage and the second carriage and being at least suitably configured for carrying out a rotary movement of the first carriage and the second carriage about a vertical axis of the vehicle.

Additionally, according to the invention, the first articulation is connected to the first carriage by means of a traction rod and is rigidly connected to the second carriage, wherein the traction rod is rotatably arranged on the first carriage below the first carriage about a rotational axis, which allows the traction rod to rotate in a horizontal plane, so that the first articulation can move transversely to the longitudinal axis of the first carriage. The pivoting movement of the drawbar about the pivot axis is limited in particular only to a horizontal plane. The rotation shaft extends vertically or in the direction of the vertical axis of the vehicle or parallel thereto.

The first articulation is thus arranged on the first carriage so as to be movable relative to the first carriage and is connected to the first carriage, so that a pivot point of a rotary movement of the first carriage and of the second carriage about a vertical axis of the vehicle with a directional component transverse to the longitudinal axis of the first carriage is movable, and thus a movement, in particular a displacement, of the first carriage and of the second carriage relative to one another in the direction of the transverse axis of the vehicle is possible in addition to a rotary or pivoting movement about the vertical axis.

The rotary movement of the car about the vertical axis is also referred to as a pivoting movement, and the first articulation is correspondingly configured at least for carrying out a pivoting movement of the first car and the second car with respect to one another. For example, the first articulation is designed as a pivot bearing, for example a hinge, in order to allow a pivoting movement of the vehicle cabin about a vertical axis of the vehicle during cornering. The pivot point of the rotary movement of the first car and the second car about the vertical axis of the vehicle is here located in the vertical axis of the vehicle. The first articulation may furthermore be configured for carrying out a pitching motion of the first car and the second car about a transverse axis of the vehicle and/or for carrying out a side-to-side motion of the first car and the second car about a longitudinal axis of the vehicle. The first articulation is in particular designed as a ball articulation.

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, orthogonal to the vertical axis. In vehicles traveling on straight paths without bends, the longitudinal axis of the vehicle points in the direction of travel. Several axes of the car are similarly defined. In the state of the vehicle, these axes run parallel to the respective axis of the vehicle or coincide with it.

The movement of the pivot point of the pivoting movement of the first car and the second car about the vertical axis of the articulated vehicle transversely to the longitudinal axis of the first car therefore has at least one directional component in the direction of the transverse axis of the first car, which directional component is present even in a guided movement along a circular track about the pivot axis with a radius preset by the length of the traction rod, although this movement is not a movement of the pivot point parallel to the transverse axis of the first car or along the transverse axis.

Hinges are conventionally distinguished by the manner of relative movement and the number of degrees of freedom. If the first articulation is designed as a single-pivot or single-pivot articulation or if the first articulation is designed analogously as a ball or ball articulation, the first articulation of the first articulation is mounted rotatably about an articulation axis in or on the second articulation of the first articulation. For example, the ball is rotatably mounted as a first joint body about a joint axis in a complementarily designed joint sleeve as a second joint body, the joint axis extending coaxially through the ball and the joint sleeve. The articulation axis of the first articulation coincides with the vertical axis of the vehicle about which the first car and the second car are rotatably connected to each other by the first articulation, wherein the pivot point of the rotational movement of the first car and the second car about the vertical axis of the vehicle lies in the vertical axis. The vertical axis of the vehicle and the articulation axis of the first articulation coincide, and the rotary movement of the first car and the second car takes place about the vertical axis. The vertical axis is thus generally led through the first articulation. The swivel joint (Drehgelenk) generally has one degree of freedom, while the ball joint has three degrees of freedom.

In order to move the pivot point of the pivoting 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 articulation is connected to the first carriage by means of a drawbar which is mounted rotatably on the first carriage about a pivot axis. The first articulation is in particular rigidly connected to the drawbar. At the same time, the first articulation is rigidly connected to the second car. The first articulation comprises at least two articulation parts which can be moved relative to one another, such as an articulation sleeve and a ball head. At least one articulation section is rigidly arranged on the second car such that relative movement between the respective articulation section and the second car is not possible. The first articulation is fixedly connected to the second car in a spatial direction along or parallel to the vertical, lateral and longitudinal directions of the vehicle, relative to the second car. For example, the first articulation is fixed to the second carriage by means of a bracket. Similarly, the further articulation section is arranged non-movably on the drawbar. The articulated part fixedly connected to the drawbar can thus be moved in only one horizontal plane.

The rigid connection can be established by a form-locking, force-locking or material-locking connection. For example, the articulated sections are bolted or welded to the respective connection partners, i.e. here, for example, to the second car and/or to the drawbar.

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

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

In an embodiment, the first and second car are each supported on at least one chassis or bogie, which is arranged in particular centrally below the respective car. That is to say that both cars are supported on their own, in particular exactly one chassis or bogie each. In an expanded form, the vehicle according to the invention is therefore a so-called single-articulated vehicle. The vehicle may include two, three, four or more cars. If the cars are so-called short articulated cars, each car is supported on a bogie arranged in particular centrally below the car. The short articulated vehicle means a vehicle in which one bogie is required for each car section. In these carriages, the articulation control is usually completely cancelled, but rather the articulation is automatically formed by the restoring force of the secondary spring, and only a small supporting load is also transmitted by the first articulation. The yaw angle of the chassis or bogie of a vehicle according to the invention is usually limited.

However, the vehicle according to the invention is not a double articulated vehicle. The rotary movement of the car about the vertical axis takes place almost exclusively in the first articulation. The pivoting movement of the drawbar about the pivot axis only enables a movement of the cars transverse to each other. This is also achieved in particular by the deep articulation of the tow bar under the first car.

The movability of the first car and the second car with respect to each other in the direction of the transverse axis of the vehicle is important. Here, it is necessary to distinguish between lateral movability of the cars and a side-to-side rocking motion (also referred to as a twisting motion or lateral twisting) between the cars. In a 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. In contrast, in a side-to-side motion, the cars do not move relative to each other, the cars merely lean and therefore their vertical axes have an angle greater than 0. The two vertical axes often no longer extend in the vertical direction in a side-to-side motion.

The roll movement can be achieved by a lower articulation and an upper articulation, the lower articulation absorbing and conducting the forces which occur mostly between the carriages in the direction of the longitudinal axis, the transverse axis and the vertical axis of the vehicle; the upper hinge is movably disposed on the vehicle compartment in the vehicle lateral direction. The upper articulation here transmits relatively small forces from one car to the other. The lower hinge is designed accordingly to allow side-to-side motion. To allow for side-to-side and pitch motions, the spherical hinge is adapted as a lower hinge.

The transmission of the driving and braking forces between the car and the chassis or bogie supporting the car, in particular the drive bogie, takes place by a longitudinally rigid coupling of the bogie to the car. Between two adjacent carriages which are coupled to one another by means of a joint, a drive force and a braking force which are directed in the longitudinal direction of the vehicle are transmitted by means of the joint. If lower and upper joints are provided, the drive and braking forces and, if necessary, the supporting load are often transmitted by means of the lower joint. The lower hinge is designed accordingly.

The first articulation of the invention serves for transmitting the driving and braking forces and, if appropriate, also for transmitting the supporting load and is therefore correspondingly configured and advantageously arranged in the lower region of the carriage between the first carriage and the second carriage, in particular between the corresponding chassis or bogie supporting the carriage. The first articulation is therefore not assigned to either of the two carriages and is arranged at a distance from the two carriages.

According to a further embodiment of the invention, the first articulation is arranged below the inter-car connecting channel between the first car and the second car. The inter-car connecting shaft is used for transferring persons between the first car and the second car.

As already mentioned above, the vehicle according to the invention can be constructed as an overhead vehicle, in particular as an overhead rail vehicle for short-haul passenger transport. The low-rack share is preferably at least 80%, in particular a so-called 100% low-rack rail vehicle. The first hinge may also be located in the lower shelf area. The first articulation is arranged in particular below a low-lying inter-car connecting channel between the first car and the second car, wherein the first articulation is a so-called lower articulation. The articulated vehicle may furthermore also have an upper articulation between the first car and the second car. Many configurations of the upper hinge are conceivable. In order to lock the first car and the second car in a pitch degree of freedom with respect to each other, a coupling link may be mounted, for example, in an upper region of the cars. Furthermore, the pivot mobility, the pitch mobility and/or the yaw mobility of the first car and the second car relative to each other can be limited, for example, by means of appropriately configured and arranged end stops. The low-bay transition section has a low-bay floor within the vehicle interior for passengers to pass from the first bay to the second bay or from the second bay to the first bay.

The floor in the region of the inter-car connecting channel between the first car and the second car is designed as an articulated floor in an expanded manner, which has a slot extending transversely to the longitudinal axis of the first car between a first floor part and a further second floor part of the articulated floor, wherein the first floor part and the second floor part are mounted so as to be displaceable relative to one another along the slot. The first floor part can be assigned to the first vehicle compartment and can be connected to it or supported on it. Likewise, the second floor section may be assigned to the second car and connected to or supported on it. The slit may also be referred to as a laterally moving slit. The movement of the first carriage with a directional component transverse to the second carriage is present in the interior space of the vehicle along a transverse displacement slot. An alternative to moving the slit laterally is a sheet floor or another resilient floor covering. These floors allow lateral movement of the cars relative to each other without movement of components in the interior space of the vehicle.

A rotating disc may be provided above the first hinge. The transverse displacement slit in the hinged floor can be pushed as far as possible in the direction of the rotary disk in order to reduce the splitting of the slit between the corrugated ladder (Balgtrapez) and the hinged floor. Longitudinal movements can also be absorbed to a small extent by means of the transverse movement slits.

The conventional single articulated vehicle does not allow the necessary lateral movements of the carriage chassis and of the chassis of adjacent carriages relative to one another in a line selection manner, but rather enables the lateral movements of the carriage chassis and of the chassis of adjacent carriages relative to one another in comparison to the conventional single articulated vehicle. Since the pivoting movement of the two carriages about the vertical axis can be effected by means of the first articulation and the lateral movement of the carriages relative to one another can be effected by means of the drawbar, the vehicle according to the invention is not, however, a double-articulated vehicle, but a modified single-articulated vehicle, as has already been described above.

By extension, the first articulation is suitably configured for transferring a supporting load between the first car and the second car. The supporting load acts in particular in the direction of the vertical axis and thus in the vertical direction. The supporting load must in particular be absorbed when the car itself is not supported on the chassis or the bogie or, in the case of a single-articulated vehicle, the position of the center of gravity of the car deviates from the center of the bogie. It is mainly generated by the weight of the vehicle cabin. As already mentioned above, the connection of the first articulation relative to the first carriage and relative to the second carriage is also designed accordingly and is also configured appropriately in other respects.

To this end, the tow bar can be supported in the vertical direction on the first carriage. The drawbar may in particular be guided through a cutout in the first car, in particular through a cutout in a bogie end beam or an end cross beam of the first car, and be supported by it in the vertical direction, in particular downwards and upwards.

Additionally or alternatively, the connection of the tow bar and the car serves to support the tow bar in the vertical direction. For this purpose, the coupling of the drawbar and the car may be designed such that the swivel axis extends vertically (i.e. in the direction of the vertical axis of the first car or vehicle) and that the movement of the drawbar, in particular the swiveling movement of the drawbar about the swivel axis, is permitted only in the horizontal plane.

For vertical support and thus for transmitting vertical forces, the traction rod can be supported in the recess upwards and/or downwards by means of a sliding friction pair or by means of a support roller. This serves in particular to reduce friction losses. The support rollers are arranged in particular on the side of the drawbar which can roll on corresponding suitable surfaces of the indentation. Sliding surfaces complementary to each other and aligned with each other can be arranged on both sides.

The cutout is located in particular between the pivot axis and the first articulation and thus, viewed from the pivot axis, in the direction of the end of the first carriage facing the second carriage. The cutout is in particular in the region of the end of the first car facing the second car.

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

Preferably, what are known as supporting rollers or curve rollers are provided as supporting rollers, which are formed by rolling bearings having thick-walled outer rings and spherical surfaces of the outer rings.

In this case, a small gap is provided between the support rollers and the upper and/or lower rail, in order to enable kinematic rolling with low friction. Optionally, separate support rollers can also be provided for the upward and/or downward support. The play-free adjustment can be achieved by means of a supporting roller with an eccentric.

In order to prevent the roller guide from jamming, for example by small stones on the raceway, a scraper can be provided in front of the supporting rollers.

The effective euler-buckling length of the drawbar is additionally shortened by guiding the drawbar in the recess or by vertical guiding the drawbar through a further recess arranged with a small clearance relative to the drawbar. The drawbar is designed as an euler pressure bar which prevents bending in relation to longitudinal pressure, for example from a crash load situation. Since the draw bar is inserted into the car underframe, the draw bar can be enclosed by the car underframe with little play upwards and/or downwards. This results in a significant shortening of the effective length of the crimp according to the euler theorem, as a result of which the drawbar can be designed significantly more easily.

In an embodiment, the ratio of the distance of the cutout, in particular the cutout for the vertical support of the drawbar by the cutout, to the rotational axis to the distance of the first articulation to the rotational axis is at least 1/2, in particular at least 2/3, in particular at least 3/4.

In other cases the drawbar is rotatable only about the vertical axis of the rail vehicle. The tow bar is connected to the first carriage below the first carriage, so that the tow bar only allows a pivoting or pivoting movement of the tow bar, for example by means of a hinge, about a pivot axis running parallel to the vertical axis of the rail vehicle.

According to a further embodiment of the invention, the traction rod is arranged, in particular elastically, on or connected to the first carriage, so that the rotational axis can be deflected from the rest position in the longitudinal direction of the first carriage, at least in the direction of the pressure acting on the first articulation, which pressure acts in the direction of the first carriage. The entire drawbar is thus movably supported on the first carriage with a directional component in the longitudinal direction of the first carriage, at least in narrow, predetermined boundaries. The rest position is determined in a rest state of the vehicle without force. In this stationary state, the vehicle is on a horizontal, non-cornering and straight stretch. No additional external forces act on the vehicle or its components other than its own weight. The axis of rotation is in particular located on the longitudinal axis of the vehicle.

The pressure acts with a directional component directed from the first articulation towards the first car. If the drawbar is conversely subjected to a tensile force acting on the first articulation, the drawbar projects in the direction of the second carriage, as seen from the pivot axis.

In an expanded manner, the tow bar is arranged on the first carriage by means of a resilient tow bar support. The resilient traction link support is correspondingly designed to enable the above-mentioned offset of the pivot axis from the rest position parallel to the longitudinal direction of the vehicle in the direction from the first articulation to the first carriage.

The resilient drawbar support may be fastened directly to the first car, in particular to the body of the first car.

In an embodiment, the pivot axle rests in its rest position against an end stop which prevents a movement of the pivot axle parallel to the longitudinal direction of the vehicle in a direction pointing toward the end of the first carriage facing the second carriage. Thus, if a pulling force is applied to the first articulation, the axis of rotation is therefore not offset. In an embodiment, the resilient traction link support comprises a spring element which is prestressed in the direction of the end of the first carriage facing the second carriage. If the rotary shaft is displaced out of the rest position by pressure, the spring force of the spring element acts in opposition, which, in the absence of pressure, results in the rotary shaft returning into the rest position.

In order to limit the movement of the pivot 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 bending stiffness or bending strength of the train (Fahrzeugverband), the drawbar may additionally have a projection, for example in the form of a bent flange, which cooperates with a stop, for example in the form of an arc-shaped slotted link, which is arranged rigidly on the first carriage and is configured complementary to the projection, so that, when the pivot shaft is moved out of its rest position and thus at least in a direction pointing from the first articulation toward the first carriage, is displaced parallel to the longitudinal direction of the vehicle, the projection bears against the stop, and a force, in particular a pressure acting from the first articulation in the direction of the pivot shaft, is introduced from the drawbar into the first carriage via the projection bearing against the stop. The projection which bears against the stop acts as a "bending brake or bending damper" (knickbrake) by the resulting friction force.

The projection is advantageously shaped with a directional component perpendicular to the longitudinal axis of the drawbar. The projection can be designed here as a bolt only, or for example as a bent flange. The stop may have a complementary profile thereto for better guidance. The stop can also be designed in an arcuate manner, in particular with a radius corresponding to the distance from the axis of rotation.

The stop which is complementary to the projection is advantageously arranged in the region of the cutout, which is in turn preferably arranged in the region of the end of the first carriage facing the second carriage. In an embodiment, the edge of the recess acts as a stop in order to absorb at least the pressure acting on the drawbar from the first joint and in the direction of the axis of rotation. However, it is also possible to provide guides on both sides of the projection so that they can also abut against one another and so that a tensile force can be introduced into the first carriage starting from the first joint.

In the rest position of the rotary shaft, the projection has a predetermined, in particular adjustable, spacing relative to the stop.

The resilient traction bar support and/or the distance of the projection from the stop in the rest position of the pivot axis can be designed such that the maximum deflection of the pivot axis does not exceed a value of 20mm, in particular a value of 10 mm. For example, the spacing between the end stops is at most 20mm, in particular at most 10 mm. The resilient traction bar support and the spacing of the projection relative to the stop in the rest position of the pivot axis are in particular adapted to one another. The stop acts as a stop for limiting the movement of the tow bar with a directional component in the longitudinal direction of the vehicle, opposite to the end stop of the resilient tow bar support. In a similar manner to the vertical bracing of the drawbar by means of the indentation, the projection and the stop also form a working pair, in particular a sliding pair. Alternatively, the drawbar may also have at least one roller which can bear against the stop and can roll over the stop during a transverse movement of the first articulation and/or during a rotational movement of the drawbar about the rotational axis. This eliminates as far as possible the stabilization of the car chain against lateral bending, while the drawbar additionally has a significantly shortened effective euler buckling length. The roller may be supported on the projection and have a vertically extending rolling axis. The rollers form rolling friction pairs with the stops. However, sliding surface pairs with higher sliding friction are preferred.

If longitudinal pressure, which could lead to bending, acts on the articulated part, the draw bar is now moved toward the pivot axis of the spring bearing, so that the distance between the projection and the stop is eliminated and the projection bears against the stop. The main part of the longitudinal pressure is thus supported on the stop and generates a friction force, which acts against further transverse movements and thus against bending in the case of high longitudinal forces. Due to the large longitudinal distance between the stop and the rotational axis, the friction forces here result in a very high stabilizing moment, which acts counter to the tendency to bend. Conversely, at low longitudinal force levels, lateral movability can be achieved smoothly. A further advantage is that high longitudinal stresses, for example from crash load situations, no longer have to be guided via the long traction link, but are rather directly transmitted into the vehicle body via the stop. This opens up further lightweight structural potential by significantly shortening the euler buckle effective length.

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

A further embodiment of the invention provides that the rotatability of the traction lever about the axis of rotation is limited by a transverse stop. Thus, for example, a rubber buffer is arranged as a transverse stop at the end of the recess, which acts in the direction of the drawbar. In an embodiment, the distance between the transverse stops or the distance of each transverse stop from the longitudinal axis of the vehicle is adjustable. For example, an additional washer or washer may be mounted below the lateral stop in order to set the maximum stroke of the lateral movability.

Furthermore, the rotatability of the drawbar about the swivel axis may be influenced by at least one element having a resilient and/or damping effect. The spring element (also referred to as a restoring element), in particular the at least one spring, can also cause a restoring of the drawbar into the intermediate position. It is designed to exert a predetermined force, which is greater than 0, in a predetermined direction on the drawbar, said force acting counter to a rotational movement of the drawbar about the axis of rotation from a predetermined intermediate position. The restoring element with a spring action therefore also serves for centering the first articulation. Likewise, the drawbar support may have a frictional slewing damping device for influencing the rotatability of the drawbar about the swivel axis. In the preset intermediate position, the carriages do not move transversely to each other, and the longitudinal axis of the first carriage and the longitudinal axis of the second carriage coincide. The first articulation is located in the predetermined rest position, in particular on the longitudinal axis of the first carriage of the articulated vehicle. In the predetermined rest position, the first articulation is free of external forces, in particular transverse to the longitudinal axis of the first carriage. The force of the restoring element generally acts toward the neutral position with at least one directional component transverse to the longitudinal axis of the first carriage. At least one directional component of the force of the restoring element transverse to the longitudinal axis of the first car has a predetermined value greater than 0.

The movement of the pivot point of the rotary movement of the first carriage and the second carriage about the vertical axis of the articulated vehicle from the rest position transversely to the longitudinal axis of the first carriage is therefore only possible if a predetermined force is exceeded, which acts transversely to the longitudinal axis of the first carriage in the direction of the rest position of the pivot point of the rotary 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 a friction torque in the first articulation, which acts counter to a rotational movement of the first carriage and the second carriage about a vertical axis of the articulated vehicle.

According to a further development, the predetermined force has a predetermined ratio to the yaw angle and/or the yaw moment of the chassis of the first and/or second carriage. The predetermined force can also more generally have a predetermined ratio to the yaw angle and/or the yaw moment of one or more chassis under a car that requires lateral mobility in a narrow arcuate 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 in particular hydraulically. The restoring element is arranged in an expanded manner on the first carriage and/or is connected thereto and is 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 a pivoting movement of the drawbar about the pivot axis and thus a movement of the pivot point of the pivoting movement of the first car and the second car about the vertical axis of the articulated vehicle, transversely to the longitudinal axis of the first car, out of the predetermined rest position.

In an expanded manner, the damping element damps all movements of the first articulation transverse to the longitudinal axis of the first carriage, whether moving out of the rest position or returning into the rest position starting from the deflected position. It is significant in the sense of the orientation of the car chain that the movement back into the rest position is damped more weakly.

In a further embodiment, provision can be made for the pivoting of the drawbar about the pivot axis to 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 car. The freedom of lateral mobility can be blocked in a simple manner, for example, by a bolt which is inserted through a hole in the drawbar and the car underframe. Alternatively, the locking of the drawbar may also be effected, for example, by a bolt on each of the left and right sides of the drawbar and/or by means of a clamp, which swings on the drawbar.

The lateral mobility of the pivot point of the first articulation is released in particular in narrow areas of the road network, for example in cabins/garages, roundabouts or when there are narrow structures approaching a limited curvature change point, on the contrary, the rotatability of the locking bar is blocked during a rescue of the vehicle by pulling or pushing.

In addition to the blocking device, the vehicle may also comprise an adjusting device for moving the drawbar about the axis of rotation and thus for moving the first articulation and thus the first car and the second car about a pivot point of the rotary movement of the vertical axis of the articulated vehicle having a direction component transverse to the longitudinal axis of the first car and thus for moving the first car and the second car relative to each other 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, for example depending on the yaw angle of the chassis of the first and/or second carriage. Thus, a proportional movement of the cars relative to each other in the lateral direction of the first car is possible in case a preset threshold value for the yaw angle of the chassis or bogie of the first and/or second car is exceeded.

The adjusting device exerts a preset force similar to the resetting element. The adjusting device is designed and arranged in an expanded manner 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. In extension, the adjustment device and the resetting element are identical. The control device may be used to actively control the reset element.

In an embodiment, the maximum angle of rotation of the first articulation during the pivoting movement of the first car and the second car about the vertical axis of the articulated vehicle is at least 25 °, in particular at least 35 °. The maximum rotation angle is the maximum possible rotation angle allowed by the first articulation. The first articulation is designed such that, for example, a maximum angle of rotation is not exceeded by the end stop. In this case, the end stop can also be arranged directly between the mutually facing ends of the first car and the second car.

In addition to the small building approach clearance requirement, the present invention additionally has the advantage of a uniform axle load distribution and a small articulated element load.

In order to limit the pivoting movement of the first car and the second car about the vertical axis of the articulated vehicle, an end stop can furthermore be arranged on the first and/or the second car. The end stops are in particular designed and oriented complementary to one another, and are arranged, for example, directly between the mutually facing ends of the first car and the second car. In order to distinguish from the further stops, the end stop can also be referred to as an out-of-position stop.

In extension, the tow bar may include an integrated damping element.

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

A very advantageous vertical support is possible here. By means of the longitudinal spacing between the pivot axis below the first car and the first articulation as the actual pivot articulation, a pitching moment (for example from the re-railing process) in the form of a couple is supported. In this case, a significantly reduced force is generated by the large longitudinal distance. This allows weight reduction in the vehicle 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 traction rod can be fitted into the existing gap between the two longitudinal beams of the car underframe of the first car, as a result of which the ground clearance is significantly improved in relation to the articulated transmission.

Since the pitching moment support takes place away from the first articulation, a greater ground clearance can be achieved at this location which is decisive for the ground clearance in the tip (Kuppen).

The forced longitudinal movement in the transverse movement of the cars relative to each other is small due to the length of the traction rods, which considerably simplifies the design of the low-lying articulated floor. This also results in a significantly greater safety of the train against bending (longitudinal pressure forces are transmitted in the direction of the tow bar and thus approximately in the direction of the longitudinal axis of the vehicle, so that little bending moment about the chassis is formed).

By providing a bending restraint (protrusion of the drawbar and complementary stop on the first car), the bending safety of the drawbar can be additionally improved.

The locking of the lateral movement-degrees of freedom (for example for a towing situation) can be implemented in a simple manner in terms of design. If necessary, the blocking for the drag operation can be canceled on the basis of the bending suppression.

Along the relatively long tow-bar, a transverse damper can be simply and inexpensively arranged in the undercarriage. The embodiment with sliding guides is also inexpensive and allows the provision of friction dampers. The embodiment with the supporting roller is likewise based on inexpensive standard components and enables a very low-friction embodiment of the transverse movability of the first articulation.

In an embodiment, the first articulation is designed and therefore arranged between the first car and the second car such that the ratio of the pivot point of the pivoting movement of the first car and the second car about the vertical axis of the vehicle to the distance between the first car and the second car is in the range from 0.25 to 4, in particular in the range from 0.8 to 1.25. Preferably, the first articulation is arranged centrally between the first car and the second car.

The distance of the pivot points is measured relative to the end side of the respective car, which ends with the end side. Possible components, such as a bracket with which the first articulation is connected to the second car, are not part of the car. A conventional vehicle compartment includes a longitudinal carrier, a height carrier, and a lateral carrier that enclose an interior space of the vehicle compartment. The end of the end side of the passenger compartment is defined by a housing of the passenger compartment, which housing also defines an interior space for enclosing the passenger compartment.

According to a further development, the vehicle has at least one further third car which is coupled to the second car by means of a second joint, wherein the second joint is arranged between the second car and the third car and is suitably configured at least for carrying out a rotary movement of the second and third car about a vertical axis of the vehicle and for transmitting a driving force and a braking force between the second and third car. The second articulation may also be suitably configured for transferring support loads between the second and third cars. The second articulation is also movably connected to the second carriage, so that the pivot point of the pivoting movement of the second and third carriages about the vertical axis of the vehicle is movable transversely to the longitudinal axis of the second carriage, and thus, in addition to the pivoting or pivoting movement about the vertical axis, a movement, in particular a displacement, of the second and third carriages relative to one another in the direction of the transverse axis of the vehicle is also possible. The second articulation has the same function between the second and third cars as the first articulation between the first car and the second car. It may also be constructed identically. The connection of the second articulation to the third carriage also uses a similar technical effect and can be constructed identically. The entire embodiment relating to the first articulation, the drawbar and its articulation on the car is therefore reversible.

In an embodiment, the vehicle may include a coupling device, which is designed such that a movement of the first articulation transverse to the first carriage by a first value causes a movement of the second articulation transverse to the third carriage by a preset second value, which is dependent on the first value.

The drawbar may have a length of more than 2m and may enable a transverse movability of the first articulation of +/-250 mm. The vertical support can be provided by a support roller on the left side of the drawbar and advantageously on each side.

The utility model discloses a large amount of implementation modes can be realized. The invention is explained in detail with the aid of the following figures, in which design examples are shown.

The invention is schematically illustrated in the drawings. The underside of a first car 1 of a rail vehicle is shown.

The second car 2 is coupled to the first car 1 by a first articulation 3. The first articulation 3 is here arranged centrally between an end 21 of the first car 1 and an end 22 of the second car 2. The first articulation is suitably configured at least for carrying out a rotary movement of the first and second carriages 1 and 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 and 2. The vertical axis 5 is perpendicular to the drawing plane.

The first articulation 3 is rigidly connected to the second car 2 by means of a bracket 6 and to the first car 1 by means of a traction rod 4.

In this case, a first joint part or a first joint body of the first joint 3 is rigidly connected to the drawbar 4, wherein a second joint part or a second joint body of the first joint 3 is rigidly connected to the second car 2.

The tow bar 4 extends below the first car 1. The drawbar is rotatably arranged on the first car 1 about a swivel axis 7, the swivel axis 7 allowing the drawbar 4 to swivel in a horizontal plane. The rotary shaft 7 extends parallel to the vertical axis 5. When the drawbar 4 rotates about the rotation axis 7 in a horizontal plane, the first articulation 3 performs a movement with a directional component transverse to the longitudinal axis of the first car 1. Thereby, the second car 2 is movable in the lateral direction of the first car 1 with respect to the first car 1.

The turning shaft 7 is elastically hinged in the longitudinal direction under the first carriage 1. For this purpose, the drawbar 4 is connected to the first carriage 1 via a resilient drawbar support 8. In this embodiment, the drawbar support 8 comprises a stable housing 16 rigidly fixed to the first car 1 for absorbing and guiding the coupling force into the first car 1; a further articulation 9, in particular a hinge (which enables a pivoting movement of the drawbar 4 about the pivot axis 7); a stent 10 and a reduction element 11.

In addition to the bracket 10, a further articulation 9 is also rigidly connected to the drawbar 4. The restoring element 11, for example a spring, is arranged between the housing 16 and the bracket 11 and is prestressed in the direction pointing toward the end 21 of the first carriage.

Force F shown by the arrow_DA compression of the restoring element 11 and thus a deflection of the rotary shaft 7 from its rest position in the direction of the arrow results, which acts on the first articulation 3 parallel to the longitudinal direction of the vehicle in the direction of the rotary shaft 7.

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 stand 10, is zero. The stop plate 17 rests against an end stop of the housing 16. Thereby causing the pulling force to be transmitted by the drawbar 4.

As opposing stops 14 and thus in order to transmit a sufficiently large pressure force to the drawbar 4, a stop link with an adjustable play is provided on the first carriage 1 close to the first articulation 3. The stop link is part of the car underframe, in particular of the two longitudinal beams 18 for connecting the first car 1 and of the top plate 23 for transmitting the pressure to the two longitudinal beams 18. The stop link 14 is therefore rigidly mounted on the first car 1. The draw bar 4 is guided through a cutout in the underframe of the car. The stop link 14 is formed by a surface of the carriage chassis which is close to the cutout, in particular by a surface of the carriage chassis which adjoins the cutout or delimits the cutout. The stop link is embodied in the form of an arc. In contrast to the stop link, a flange is formed as a projection 13 from the drawbar 4 or onto the drawbar. The flange 13 is itself rigidly connected to the drawbar 4 and is sufficiently dimensioned for transmitting forces. The flange 13 is formed in a complementary, likewise arcuate manner to the stop link 14. Here, an air gap 15 is also present between the flange 13 and the stop link 14.

However force F_DThe energy absorption of the restoring element 11 and the deflection of the rotary shaft 7 in the direction of the arrow from its rest position can be brought about until the flange 13 abuts against the stop runner 14. The flange 13 and the stop runner 14 cooperate in order to apply a pressure force F_DInto the first car 1.

The opposing surfaces of the flange 13 and the stop link 14 that can be placed against each other are designed as friction surface pairs with a predetermined friction value. This can also result in that the pivoting movement of the drawbar 4 about the pivot axis 7 is made difficult if the flange 13 abuts against the stop runner 14.

In order to also absorb the tensile forces which originate from the first articulation and act on the drawbar in the direction of the pivot axis, a further stop, not shown here, can also be provided in relation to the stop link 14, so that the flange 13 can also bear against the first carriage 1 in an opposing manner and can introduce the tensile forces into the first carriage 1. The flange 13 is thus guided on both sides.

The distance between the stop link 14 and the pivot axis 7 and the distance between the pivot axis 5 of the first articulation 3 and the stop link 14 are at least as great. Preferably, the distance between the stop link 14 and the pivot axis 7 is greater than the distance between the pivot axis 5 of the first articulation 3 and the stop link 14. The effective length of the drawbar 4 in buckling is therefore significantly reduced.

The cutouts are also used for the vertical support of the drawbar 4 and for the transmission of vertical forces, in particular gravity forces, in particular load differences, between the cars 1 and 2. The vertical force is again perpendicular to the plane of the drawing.

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

In other respects, the first articulation 3 and the drawbar 4, and in particular the still resilient drawbar support 8 (including the further articulation 9), are designed about the pivot axis 7 in such a way that vertical load differences can be transmitted between the first and second carriages 1 and 2.

In order to orient the tow bar 4 in the middle position and thus in the longitudinal direction of the vehicle, a spring 19 and a damper 20 are provided.

Claims (8)

1. A rail vehicle having a first car and at least one further second car (1, 2), which cars are coupled to one another by means of a first articulation (3), wherein the first articulation (3) is arranged between the first and second car (1, 2) and is at least appropriately configured for carrying out a rotary movement of the first and second car (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 car (1, 2), characterized in that the first articulation (3) is connected to the first car (1) by means of a drawbar (4) and is rigidly connected to the second car (2), wherein the drawbar (4) is arranged on the first car (1) rotatably about a rotary axis (7) below the first car (1), the pivot axis allows the drawbar (4) to pivot in a horizontal plane, so that the first articulation (3) can move with a directional component transverse to the longitudinal axis of the first carriage (1), the drawbar (4) being guided through a cutout in the first carriage (1) and being supported in the vertical direction.

2. A rail vehicle according to claim 1, characterized in that the first carriage (1) and the second carriage (2) are each supported on at least one chassis.

3. The rail vehicle according to claim 1 or 2, characterized in that the rail vehicle is an overhead rail vehicle, wherein the first articulation (3) is arranged below an overhead inter-car connecting channel between the first and second car (2).

4. The rail vehicle according to claim 1, characterized in that the drawbar (4) is supported in the indentation upwards and/or downwards by means of a sliding friction pair or by means of a support roller.

5. Rail vehicle according to claim 4, characterized in that the ratio of the spacing of the indentations with respect to the axis of rotation (7) to the spacing of the first articulation (3) with respect to the axis of rotation (7) is at least 1/2.

6. The rail vehicle according to claim 1, characterized in that the drawbar (4) is arranged on the first car (1) such that the swivel axis (7) can be offset in the longitudinal direction of the vehicle starting from a rest position.

7. The rail vehicle as claimed in claim 6, characterized in that the drawbar (4) has a projection (13) which interacts with a stop (14) arranged rigidly on the first carriage (1) so that, when the rotary shaft (7) is displaced parallel to the longitudinal direction of the vehicle, starting from its rest position, at least in the direction from the first articulation (3) to the first carriage (1), the projection (13) bears against the stop (14) and forces acting on the drawbar (4) parallel to the longitudinal axis of the vehicle in the direction from the first articulation (3) to the first carriage (1) are introduced from the drawbar (4) into the first carriage (1) by means of the projection (13) bearing against the stop (14).

8. Rail vehicle according to claim 7, characterized in that the ratio of the spacing of the projections (13) with respect to the axis of rotation (7) to the spacing of the first articulation (3) with respect to the axis of rotation (7) is at least 1/2.

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