RS63221B1 - TRANSVERSELY FLEXIBLE SINGLE JOINT WITH APPROXIMATELY STRAIGHT-LINE GUIDANCE WITH A ROD - Google Patents

Description

DESCRIPTION OF THE INVENTION

The invention relates to a rail vehicle, with one first body of the vehicle and with at least one further, second body of the vehicle, which are connected to each other via a first joint, wherein the first joint is placed between the first and second body of the vehicle and is, at the very least, suitably shaped for performing the rotational movement of the first and second body around the height-vertical axis of the rail vehicle and for transmitting driving and braking forces between the first and second body of the vehicle.

Articulated vehicles, especially vehicles with a large interior space for transporting passengers, which are of the above-mentioned types, such as rail vehicles for passenger traffic or also articulated buses, are already sufficiently known from the state of the art.

When driving on narrow tracks, the output turning angle of the rail vehicle chassis can reach its limit value. This particularly affects low-floor vehicles, where the output turning angle based on the low-floor version is constructively limited by the chassis, because otherwise it would lead to the construction of a chassis with a narrow passing width, which is not favorable. In contrast to the mentioned vehicle, there are known vehicles with a so-called double joint or cardan synchronous joint, as is known from the patent document DE 10 2010 040 840 A1 and vehicles with multiple joints (for example known from the patents DE 9409 044 U1 or EP 1580 093 B1) or vehicles with a so-called single special joint (for example known from the patent DE 35 04 471 A1) or also a vehicle with a short joint. A vehicle with a single joint, which although compared to a vehicle with multiple joints has good dynamics during movement on rails, may still be subject to a further limitation of its properties when driving on narrowly laid tracks-rails. Here, the number of joints is important, by means of which the individual bodies are connected to each other, which in turn are always supported on the chassis or rotating frame of the vehicle.

This similarly classically built low-floor revolving vehicle frame, which can be assembled or performed together with a double joint or a coupling for an articulated vehicle, as for example performed in accordance with the patent DE 195 43 183 A1, has similar limitations in relation to driving on narrowly laid tracks-rails as vehicles with a single joint.

Also single joint vehicles can have multiple joints between the vehicle bodies. They have, for example, upper and lower joints. The lower joints are intended for connecting the bodies and transmitting the driving and braking forces, as well as in this case for accepting the weight forces between the connected vehicle bodies. The upper joints serve to freely allow or limit lateral rotation when moving or rocking between vehicle bodies. When moving with a wobble, the bodies twist towards each other. Numerous solutions are known for mitigating the swaying or twisting of the upper joint, for example the solution from patent document DE 1164 246 A. This upper joint from patent DE 1 164 246 A is not adapted for the transmission of driving or braking forces between vehicle bodies.

The lower joints are often designed as ball-and-spherical swivel joints and are firmly connected to the vehicle bodies via the console. These lower joints allow rotary movement of the bodies around the height-vertical axis of the vehicle (z-axis) and - already according to the design - in principle allow some transverse rotation and swaying of the bodies.

Vehicles with multiple joints or vehicles with a double-cardan joint are suitable or adapted for driving on tight curves without transition curves and curves with a small radius, where the chassis must still be tethered-attached to the bodies with elements that have a high bending stiffness. Otherwise, it causes the vehicle to tilt during transverse bending and, with that, skidding due to the inflow of longitudinal forces during braking and acceleration, i.e. in conditions of driving on a track-railway with an incline. This rigid connection leads to a significant deterioration in driving comfort, a decrease in dynamic safety in terms of skidding, as well as increased wear of the wheel-rail elements. Likewise, the disadvantage of a multi-joint vehicle compared to a vehicle with a single joint is reflected in the fact that these long load-bearing modules lead to a very uneven distribution of mass on the vehicle's axles and thus lead to a large axle load on the central part of the chassis and through this also a large vertical load on the joint. A large number of joint areas within the body itself leads to very little attractive interior space as well as high construction costs.

Patent DE 102010 040 840 A1 shows a vehicle with a double universal joint. Here, it is proposed to replace the flexural joint at the double joint point with a flexurally rigid joint, so that a double joint with only one bending degree of freedom is obtained. Additionally, a longitudinal control lever can be installed in the roof area. Alternatively, it was proposed that a three-part vehicle, i.e. a vehicle composed of three vehicle bodies, be made in such a way that two double joints rigid on one side are connected to each other in the area of the roof by means of one kinematic coupling, so that the same transverse bending angle is set on both joints.

Vehicles with a single joint, on the other hand, are only conditionally adapted for driving in specifically crossed rails with their short-curves, narrow-C-curves or S-curves, as this particularly occurs in the area of vehicle parking in depots. Hence, single-joint vehicles have the increased static clearance required when cornering.

The patent documents DE 10 2014 212 360 A1, US 751 212 A and DE 10 2014 226 695 A1 show as a solution to the problem an articulated vehicle with a lower joint that has an additional lateral movement, i.e. a lateral degree of freedom.

At the basis of the invention lies the task, to perform an articulated vehicle for exploitation on complex routes-tracks and bad passing curves with at the same time a small free space.

The task is solved using the subject matter of independent patent claim 1. Further development of the invention and development is found in dependent patent claims.

The rail vehicle made in accordance with the provisions, in the further part of the description for the sake of simplification, is designated as "vehicle", contains one first body and at least one further second body, which are connected to each other via a first joint. The first joint is installed between the first and second bodies and is suitably shaped at least for performing the rotational movement of the first and second bodies about the height-vertical axis of the vehicle. In addition, the first joint is designed so that it is adapted to transmit driving and braking forces between the first and second bodies. Furthermore, the first joint and its connection to the second body, as well as the wheel and its connection to the first body, can be conveniently designed to transfer the load between the first and second body. In addition, the first joint in accordance with the invention is connected via the rod to the first body of the vehicle and rigidly connected to the second body of the vehicle, whereby the rod under the first body is placed rotating around the axis of rotation on the first body, which allows rotation of the rod in the horizontal plane, so that this first joint is movable transversely to the longitudinal axis of the first body of the vehicle. In particular, the rotational movement of the ore around the axis of rotation is limited exclusively to movement in the horizontal plane. The axis of rotation extends vertically, i.e. in the direction or parallel to the height-vertical axis of the vehicle.

The first joint is therefore placed on the first body and movably connected to the first body so that the pivot point of the rotational movement of the first body and the second body around the height-vertical axis of the vehicle is movable with one component directed in the direction transversely to the longitudinal axis of the first body of the vehicle, and with this, in addition to the rotational and pivoting movement around the vertical axis of the vehicle, movement, especially movement, of the first and second bodies towards each other in the direction of the transverse axis of the vehicle is enabled.

The rotary movement of the bodies about the height-vertical axis will also be referred to as pivot-pivot and this first joint is suitably shaped at least to perform the pivoting movement of the first and second bodies relative to each other. For example, when the first joint is designed as a swivel bearing, for example as a pivot joint, it is allowed that when driving through curves, the rotational movement is performed around the height-vertical axis of the vehicle. The pivot point of the rotational movement of the first and second bodies around the vertical axis of the vehicle lies on the vertical axis of the vehicle. The first joint can furthermore be constructed to perform a pivoting movement of the first and second vehicle bodies about the transverse axis of the vehicle and/or to perform a rocking movement of the first and second body bodies about the longitudinal axis of the vehicle. The first joint is primarily designed as a spherical bearing. The height axis of the vehicle extends vertically when the vehicle is standing on a horizontal plane. The longitudinal axis of the vehicle and the transverse axis of the vehicle lie in the horizontal plane and lie normal to each other and are self-evidently orthogonal to the height-vertical axis of the vehicle. The longitudinal axis of the vehicle when driving on a straight line without curves shows the direction of movement or the direction of travel of the vehicle. Similarly, the vehicle body axes are defined. They are extended or run in the described situation, i.e. the position of the vehicle, parallel to the corresponding vehicle axes, i.e. they coincide with the vehicle axes.

The movement-path of the pivot point of the pivot movement of the first and second bodies around the height-vertical axis of the articulated vehicle transverse to the longitudinal axis of the first body has therefore one component directed in the direction of the transverse axis of the first body of the vehicle, which also exists when performing movement along a circular track by rotating around the pivot axis with a radius previously determined by the length of the rod, although this is not about moving the pivot point parallel to the transverse axis or along the transverse axis of the first vehicle body.

Joints are usually distinguished by the type of relative movement and the number of degrees of freedom. If the first joint is designed as a simple single swivel or hinged joint or the first joint is designed analogously as a ball or spherical joint, then the first joint body of the first joint is rotatably mounted around the joint axis in or on another joint body of the first joint. For example, the spherical head as the first body of the joint in a complementary joint cup as the second body of the joint is rotatably mounted around the axis of the joint, which extends coaxially through the spherical head and through the joint cup. Then the axis of the joint of the first joint and the height-vertical axis of the vehicle, around which the first and second bodies are rotatably connected to each other via the first joint, fall together in the same direction, whereby the pivot point of the rotational movement of the first and second body of the vehicle around the height-vertical axis of the vehicle lies on the vertical axis of the vehicle. The height-vertical axis of the vehicle, around which the rotational movement of the first and second bodies follows, and the axis of the first joint coincide. Therefore, as a rule, the height-vertical axis of the vehicle is guided by the first joint. A swivel joint (hinge joint) usually has one degree of freedom, while a ball joint has three degrees of freedom.

Therefore, in order for the pivot point of the rotational movement of the first and second bodies around the height-vertical axis of the articulated vehicle to move transversely in relation to the longitudinal axis of the first and second vehicle bodies, it is necessary for the first joint to be placed in a rotational position around the pivot axis on the first body and for the wheel to be connected to the first body. It is primarily important that the first joint is rigidly connected to the ore. At the same time, the first joint is rigidly connected to the second body. The first joint contains at least two relative movable joint parts, for example it contains a joint cup and a spherical head of the joint. At least one part of the joint is rigidly mounted on the second body of the vehicle so that no relative movement is allowed between the corresponding part of the joint and the second body of the vehicle. The first joint is therefore in the spatial direction parallel or along the vertical, transverse and longitudinal direction of the vehicle firmly connected to the second body of the vehicle. For example, the first joint is fixed to the second body of the vehicle by means of one console. Analogous to this, now the second part of the joint is immovably connected to the ore. The part of the joint, which is rigidly connected to the ore, can therefore only move in the horizontal plane.

A rigid connection can be made either with a connection through the form, as well as with mechanical elements for connection, i.e. screws, or with a connection made using materials, i.e. welding. For example, the joint parts can be connected to a suitable connection partner, where this connection can be made to another body and/or to the rail by means of a screw connection or by means of welding.

A towing or connecting lever between two vehicles, in order to pull one vehicle with another vehicle, is usually designated as ore. Here, the ore serves for the hinged connection of two bodies of one articulated vehicle.

In accordance with a further embodiment of the invention, the pivot axis, around which the ore under the first vehicle body is rotatably placed on the first vehicle body, is separated from this second vehicle body and placed facing the end of the first vehicle body, whereby the distance is primarily at least 1/2, especially at least 2/3, preferably at least 3/4 of the length of the ore from the pivot axis to the first joint, especially to the pivot point of the first joint, i.e. the rotational movement of the first and second body around the height-vertical axis vehicles in the first joint.

Further construction includes the support of both the first and the second body of the vehicle on at least one chassis, i.e. rotating frame, which are placed primarily in the middle under the respective body of the vehicle. Both bodywork are therefore supported or supported individually on their own, especially on correctly and accurately executed chassis, i.e. rotating frames. It is therefore a vehicle made in accordance with the invention and thus it is a further development of the so-called vehicle with an individual joint. A vehicle can contain two, three, four or more bodies. It is a so-called short articulated vehicle, in which each body rests on its own rotating frame placed especially in the middle under the respective body. Short articulated vehicles are defined as vehicles, where one rotating frame is required for each part of the vehicle. With these vehicles, the steering of the joint is almost completely eliminated, that is, the joint is adjusted to a large extent completely independently using the return force of the secondary spring, and here only a small load is transferred to the rod from the first joint. The output turning angle of the chassis, i.e. the rotating frame, in a vehicle made in accordance with the invention is limited in the usual way.

However, the vehicle according to the invention is not a vehicle with a double cardan joint. The rotary movement of the bodies around the height-vertical axis of the vehicle takes place almost exclusively in the first joint. The rotating movement of the ore around the rotating axis allows only the movement of the vehicle bodies transversely to each other. This is also achieved especially with the ore lying deep below the first body of the vehicle.

It is very important to realize the property of mobility of the first and second bodies towards each other in the direction of the transverse axis of the vehicle. Here is the difference between the transverse mobility of the bodies and the free rocking of the bodies relative to each other. When moving the first and second bodies towards each other in the direction of the transverse axis of the vehicle, the height axis of both bodies extends vertically and thus parallel to each other. On the other hand, in the case of movement achieved by swaying, the bodies oscillate freely and move independently of each other, in that way they only tilt and thus their vertical axes have a mutual angle greater than zero. Often, both vertical axes of the first and second bodies are also no longer vertical during the movement achieved by rocking.

Transverse movement-wobble is made possible by the lower joint, which most often takes the forces that appear between the bodies in the direction of the longitudinal, transverse and height-vertical axes of the vehicle and continues to carry them out, and is made possible by the upper joint, which is installed on the body and has mobility in the transverse direction of the vehicle. Compared to the lower joint, the upper joint transmits less force from one body to the other. The lower joint is suitably designed to allow the transverse movement achieved by swinging. In order to allow movement in the form of twisting and transverse movement in the form of wobbling, a proven suitable and reliable spherical joint is used as the lower joint of the articulated vehicle.

The transmission of driving and braking forces between the body and the chassis or rotating frame, on which the bodies are supported-installed, especially the driving rotating frame, follows through the longitudinally rigid coupling of the rotating frame to the vehicle body. Between two adjacent bodies connected to each other via a joint, the driving and braking forces, which are extended in the longitudinal direction of the vehicle, are transmitted using the joint. If the lower and upper joint are provided, the driving and braking forces, and in the given case the load from the suspension, will be transmitted mostly by the lower joint. It must be properly dimensioned.

The first joint according to the invention serves to transmit driving and braking forces, and depending on the circumstances, i.e. in the given case, it also transmits loads from suspension, and it is suitably shaped and conveniently located in the lower area of the body between the first and second body of the vehicle, primarily between the respective chassis or rotating frames, on which they are supported - built-in bodies. The first joint is not placed on either body in that way, but is moved away from both of them by a certain distance.

According to a further embodiment of the invention, the first joint is placed under the transition between the wagons, that is, between the first and second bodies. The transition between the bodies is used for the transition or the flow of passengers from one body to another.

As already stated in the above description, the vehicle designed in accordance with the invention can be a low-floor vehicle, especially it can be designed as a low-floor rail vehicle for passenger traffic. The share of the low-floor part of the vehicle can be primarily 80%, although this is primarily a so-called 100% low-floor rail vehicle. The first joint may also be located in the low floor area of the vehicle. It is placed in the low-floor transition between the wagons, that is, between the first and second bodies, where it is then a so-called lower joint. The articulated vehicle may further also have an upper joint positioned between the first and second bodies. A greater number of shapes are possible for shaping the upper joint. In order to block the degree of freedom related to warping between the first and second bodies relative to each other, a connecting-link lever can be placed in the upper area of the body. In addition, however, the pivoting, twisting or rocking movement between the first and second bodies relative to each other can be limited, for example by means of an adapted and advantageously designed end impact buffer. The low-floor crossing in the interior of the vehicle has a low-floor revolving platform, i.e. floor plates for the passage of passengers from the first to the second body and vice versa.

The floor, i.e. the floor plate of the revolving platform in the transition area between the first and second bodywork, is further designed as a hinged floorboard, which transversely to the longitudinal axis of the first bodywork has a passing gap between one first part of the floorboard and then the second part of the second floorboard, whereby the first floorboard and the second floorboard of the revolving platform are placed so that they are movable towards each other along the corresponding gap. In this case, the first floor plate can be placed on the first body and be connected to it or be placed on it. In the same way, the second floor plate can be placed on the second body and be connected to it or be placed on it. The clearance may also be specified as a transversely movable clearance. The movement of the first body with the component directed transversely towards the second body will be carried out in the interior of the vehicle along this transversely movable gap. Alternatively, an adjustable lamella floor can be provided for the transversely movable gap or a further elastic floor covering can be applied. Such floors allow the transverse movement of the bodies towards each other without moving the structural parts in the interior of the vehicle.

A turntable can be provided above the first joint. The laterally movable gap in the articulated platform can further be moved in the direction of the turntable, to reduce or overlap the gap opening between the trapezoid of the lining and the articulated platform. Longitudinal movement can be accommodated with transverse movement clearance of an equally small amount.

In contrast to conventional vehicles with a single joint, which are not allowed to move the body-lower chassis and the chassis of the adjacent body in relation to each other depending on the routed track, this is made possible here in accordance with the invention by means of an articulated structure designed for the purpose of transverse movement of the body-lower chassis and the chassis of the adjacent body to each other. Here it is possible to rotate both bodies around the vertical axis by means of the first joint and to move the bodies transversely towards each other by means of the rod, whereby it is a vehicle made in accordance with the invention, as already described in the previous part of the description, but not a vehicle with a double cardan joint, but on the contrary a modification of a vehicle with a single joint.

By further construction according to the invention, the first joint is made and adjusted to transfer the suspension load between the first and second bodies. The load from the support acts especially in the direction of the vertical axis of the vehicle and therefore in the vertical direction. The load from the support must be accepted-welcomed especially when the body is not independently supported on the chassis or the rotating frame or the position of the center of gravity of the body in vehicles with a single joint deviates from the center of the rotating frame. This deviation results in particularly large weight forces on the body. As already explained above, then it is also necessary that the connection of the first joint to the first and second bodies is appropriately dimensioned and also custom made.

In addition, the ore can be further carried out to be supported in the vertical direction on the first body. In accordance with the invention, the ore is introduced into the first body through a penetration or an opening by pulling it, especially by means of a penetration or an opening made in the end transverse support of the first body, and in this way the ore is supported in the vertical direction, especially from above and below.

Additionally or alternatively, the connection of the ore to the body serves as a support for the ore in the vertical direction. At the same time, the connection of the ore with the body can be dimensioned and shaped so that the axis of rotation of the ore extends vertically - that is, in the direction of the height axis of the first body, i.e. the vehicle - and the movement of the ore, especially the rotational movement of the ore around the axis of rotation, is exclusively allowed, i.e. takes place in the horizontal plane.

For vertical support and thus for the transmission of vertical forces, the ore is, in accordance with the invention, supported by means of a sliding pair or by means of rollers-rollers for support, and this support is carried out upwards and downwards. This serves primarily to reduce the friction of the ore. The support rollers are mounted on the sides of the ore, which have correspondingly adapted surfaces on the punched hole-penetration for the support rollers to roll on. The sliding surfaces of the sliding pair, which are complementary to each other and adjusted to each other, can be placed on both sides of the ore.

The ore penetration is located primarily between the axis of rotation and the first joint and consequently from the axis of rotation as seen from the direction of the end of the first body facing the end of the second body. The penetration is therefore located primarily in the area of the first body which faces the end of the second body.

As material for the sliding pair, for example, Teflon - polished special hardened steel - polyamide - ground hardened steel or also ground hard steel - hard mating material, for example hard manganese plates, can be used.

As support rollers, the so-called supporting or circular rollers, which consist of a rolling bearing with an outer thick ring and a spherical upper surface of the outer ring, are primarily intended.

In addition, a small gap is provided between the suspension rollers and the upper and/or lower track, to allow for a kinematic rolling friction arm. Depending on the choice, separate support rollers can be provided for support above and/or below. By means of support rollers with an eccentric, a clearance-free adjustment can be carried out, for example.

By guiding the ore in the hole-penetration, that is, by means of one vertical guiding of the ore by means of further placed penetrations with a small clearance, a reduction of the Euler-length of ore buckling is achieved. Against longitudinal compressive forces, for example in the case of crash loads (impact forces during a collision), the ore is dimensioned as an Euler bar against buckling. When the ore is inserted into the body-undercarriage, the ore can be contained upwards and/or downwards by the body-undercarriage with a small gap. By means of this, a significant reduction of the length exposed to bending according to the Euler can be achieved, which is why the ore bar can be dimensioned, i.e. produced with significantly smaller dimensions.

With further construction, the ratio of the distance from the penetration, especially for vertically supporting the ore by means of the penetration, to the axis of rotation is recommended in relation to the distance of the first joint to the axis of rotation, whereby this distance ratio is primarily at least 1/2, especially at least 2/3, preferably at least 3/4.

Otherwise, the ore is exclusively rotatable around the height-vertical axis of the rail vehicle. The ore is placed under the first body in such a way that it is connected to the first body in such a way that here only the rotational or pivoting movement of the ore is carried out around the axis of rotation that extends parallel to the height-vertical axis of the rail vehicle, where this takes place for example via a hinged joint.

In accordance with a further developed form according to the invention, the ore is primarily elastic, placed on the first body, i.e. so connected to the first body, that the ore from a stationary position can move outwards in the longitudinal direction of the first body, at least in the direction of the pressure force on the first joint, which acts in the direction of the first body of the vehicle. In this way, the entire ore is movable, at least within the narrow limits previously given, with one component directed in the longitudinal direction of the first body, wherein it is fully seated on the first body of the vehicle. The rest position of the ore is firmly determined - determined in the state of rest of the vehicle in which there is no force. In this state of rest, the vehicle is standing on a horizontal straight track without curves. Regarding the effect of forces, apart from its own force from the weight of the vehicle, no external forces act on the vehicle nor do its components. The axis of rotation lies primarily on the longitudinal axis of the vehicle. The pressure force acts with one directional component from the first joint to the first vehicle body. The ore receives, on the other hand, a traction force acting on the first joint, so that the ore is stretched-pulled from the axis of rotation in the direction of the second body.

With further shaping, the ore is placed elastically on the first body of the vehicle by means of one elastic bearing made on the ore. This is properly performed, which enables the above-mentioned movement-displacement, whereby the axis of rotation of the ore from the rest position is pulled outward parallel to the longitudinal axis of the vehicle, whereby the pull is directed in the direction from the first joint to the first body of the vehicle.

The elastic rod bearing can be attached directly to the first body of the vehicle, in particular to the base of the corresponding structure on the first body.

In a further version, there is a rotating axis in its stationary position resting on the end buffer, which connects the movement of the rotating axis parallel to the longitudinal axis of the vehicle in one direction directed towards the end of the first body, with this end of the first body facing the second body. Therefore, when the traction force acts on the first joint, the axis of rotation will not be pulled by that effect. In a further embodiment, the elastic ore bearing contains one spring element, which has a preload acting in the direction towards the end of the first body, which faces the second body of the vehicle. If the rotary axis is pushed under the effect of a pressure force from the rest position, then the opposite force of the spring acts against the spring element, which in the case of free pressure force leads to the return adjustment of the movement of the rotary axis, i.e. to its return to the rest position.

To limit the movement of the pivot axis in the longitudinal direction of the vehicle, at least one end bumper can be provided on both sides.

In order to increase the resistance to twisting and buckling, the ore can additionally have a bulge-ridge, for example in the form of an arc collar, which is complementary to the derived support on the first body, wherein the support is firmly placed on the first body and performed for example in the form of one arched curtain, which now act together, which in one withdrawal of the axis of rotation from a stationary position, and thus at least its movement in one direction from the first joint to the first body parallel to along the longitudinal axis of the vehicle, the protrusion then comes into contact with the support-curtain, that is, rests on it, and the forces, especially the pressure forces resulting from the first joint, which act in the direction of the axis of rotation, are thus conducted from the ore to the first body thanks to the contact of the protrusion on the support-curtain. This protrusion, which rests on the support, acts as a "crank brake" through the corresponding frictional forces.

The bulge is advantageously shaped with a component directed normal to the longitudinal axis of the ore. At the same time, it can be performed only as a sleeve or as, for example, an arched collar. The support can also have a complementary contour for improved guidance. The support can also be shaped in an arched shape, especially with a radius that has an appropriate distance to the axis of rotation. This support which is complementary to the protrusion is conveniently arranged in the region of the penetration, which in turn is also conveniently placed in the area of the end of the first body facing the second body. With further shaping, the edge of the penetration can function as a support, in order to at least take over the pressure forces on the ore resulting from the first joint acting in the direction of the axis of rotation. It can also be provided to guide the protrusion on both sides, so that the ore can also rest on both sides of the support and the traction force resulting from the first joint can be introduced into the first vehicle body.

In the rest position of the rotary axis, a predetermined distance between the protrusion and the support is provided, especially designed as an adjustable distance.

The elastic bearing of the ore and/or the distance between the projection and the support in the resting position can be made so that the maximum movement of the axis of rotation must not exceed a value of 20 mm, preferably a value of 10 mm. For example, it is necessary that the distance between both end limit bumpers is a maximum of 20 mm, preferably a maximum of 10 mm. In particular, the elastic bearing of the ore and the distance between the protrusion and the support are suitably adjusted to each other in the rest position of the rotary axis. The support acts as the end limit buffer of the elastic bearing, which lies opposite the support, to limit the movement of the ore with the component directed in the direction of the longitudinal axis of the vehicle. Analogously to the vertical support of the ore by means of penetration, the protrusion and the support are also built here as an active surface pair, especially as a sliding surface pair. Alternatively, the ore can have at least rollers-rollers, which can come to rest on the protrusion and during one transverse movement of the first joint, i.e. during the rotational movement of the ore around the rotating axis, the rollers-rollers in question roll on the support. With this design, the need for stabilizing chains for the body, which are placed on the side against swaying of the body, is also eliminated, and the ore has a significant shortening of the Euler buckling length. Reels or rollers can be placed on the protrusion and have vertically derived shafts around which they rotate. Here, the bulge can also be performed with a rolling-friction pair. It is advantageous to make one pair with sliding surfaces with increased sliding friction.

By the action of now longitudinal pressure forces on the joint, which can potentially lead to buckling of the ore, the ore is pushed into the elastically mounted axis of rotation, so that the space between the protrusion and the support is used up and the protrusion rests on the support. The main part of the longitudinal pressure force is thus supported by the support, and at the same time a frictional force is produced, which in this case acts opposite to the large longitudinal force and to the further transverse movement and thus acts against buckling-twisting of the ore. By means of a large longitudinal distance between the support and the axis of rotation, the frictional force produced produces a large stabilizing moment, which has the opposite effect on the bending tendency of the ore. At a low level of longitudinal force, however, it is possible to achieve unhindered transverse mobility. A further advantage is reflected in the fact that high longitudinal pressure forces, for example created in the event of a crash load or collision, no longer have to be dissipated by means of a long bar, but are directly transferred to the basic structure of the body via the support. This opens up further potentials for the fabrication of lightweight structures by significantly shortening the Euler buckling length.

In further execution, the ratio of the distance from the projection to the axis of rotation is achieved in relation to the distance of the first joint from the axis of rotation, whereby this distance ratio should be at least 1/2, especially at least 2/3, preferably at least 3/4.

A further embodiment of the invention shows that the rotational mobility of the ore around the rotational axis is limited by means of lateral supports-limiters. For example, rubber bumpers as lateral supports-limiters are installed at the end of the existing penetration, which act in the direction of the ore. In the further implementation, it is envisaged that the distance between the transverse stops-supports should be adjustable, that is, that the distance of each transverse bumper to the longitudinal axis of the vehicle may be adjusted. For example, metal washers or washers can be mounted under the transverse bumpers, in order to adjust the maximum allowable value of the bottom maximum path of transverse movement.

Furthermore, the rotational mobility of the ore around the rotational axis can be influenced by means of at least one element with a spring and/or damping effect. A spring element, also an element with a return action, in particular a spring, can act also to return the ore to the center position. The spring is made with a previously given force, i.e. prestressed with a force greater than zero and applied to the ore in a certain direction, which in this way has the opposite effect, i.e. when the rotation deviates, the movement of the ore around the axis of rotation returns the ore to the previously given central position. The return-adjusting element with spring action also serves for the central centering of the first joint. In the same way, the ore bearing can be braked by friction of rotation, which affects the rotational mobility of the ore around the axis of rotation. In the previously determined central position, the bodies are freed from transverse movement relative to each other, whereby the longitudinal axis of the first body and the longitudinal axis of the second body coincide. The first joint lies in the previously given stationary position, in particular it lies on the longitudinal axis of the first body of the articulated vehicle. In this previously determined position of rest, the first joint is free from external forces, that is, no external forces act on it, especially there is no force that acts transversely in relation to the longitudinal axis of the first body. The force from the feedback element acts generally with at least one component directed laterally to the longitudinal axis of the first body, wherein the force from the feedback element has a predetermined value greater than zero.

If the pivot point of the rotational movement of the first and second body of the vehicle around the height-vertical axis has been moved outwards from the rest position transversely in relation to the longitudinal axis of the first body, it is possible to return it, first of all, when the previously given force, which acts laterally on the longitudinal direction of the first body towards the stationary position of the pivot point of the rotational movement of the first and second body around the height-vertical axis of the articulated vehicle, is exceeded or suppressed by means of the return adjustment element.

In accordance with a further embodiment according to the invention, a force greater than the friction moment in the first joint was previously given, which now acts oppositely on the rotational movement of the first and second vehicle bodies around the height-vertical axis of the articulated vehicle.

In accordance with the embodiment according to the invention, the previously given force stands in a previously given relationship to the output rotation angle and/or torque of the chassis of the first and second bodies. The aforementioned force may also generally stand in a predetermined relationship to the output torque angle of one or more chassis placed under the bodies, which helps to achieve the required transverse mobility to follow in tight curves.

The previously given force is realized or introduced mechanically, for example by means of a spring, electrically, for example by means of an electric motor or pneumatically or especially hydraulically. In a further embodiment, the return adjustment element is suitably placed on the first vehicle body and/or is connected to it and directly or indirectly connected to the wheel.

As it was already stated in the previous part of the description, the articulated vehicle can contain one damping element, which can at least externally damp the rotational movement of the ore around its axis of rotation and thus dampen the movement of the pivot point of the rotational movement of the first and

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the second body of the vehicle around the height-vertical axis of the articulated vehicle transversely to the longitudinal axis of the first body from a given resting position.

In further execution, it is done by damping each movement of the first joint transversely to the longitudinal axis of the first body of the vehicle by means of a damping element and in this way the first joint is returned or moved back to the rest position, whether the movement from the rest position was carried out from the outside or the first joint was in a moved position. In terms of position alignment via body chains, it is significantly weaker in terms of movement to return to a rest position compared to damping.

In a further version, it is planned to block the rotational mobility of the ore around its axis of rotation, for example by means of one pin or bolt (coupling, hub), which is introduced into the system by means of a vertical opening on the ore and a complementary opening on the first body of the vehicle. The degree of freedom of lateral movement is simply blocked, for example, by means of the aforementioned pin or bolt, which is inserted into the first body-lower chassis using a hole in the rod. Alternatively, blocking of the ore can be performed, for example, also using the same element (pin or bolt) to the left and right of the ore, i.e. using a tie or clamp, which is wrapped over the ore.

Lateral mobility of the pivot point of the first joint is left free especially when moving through narrow places with a tight network of tracks, for example in depots, sliding switches or at variable bends with tight free space. When towing a broken-down vehicle, the rotational mobility of the ore is blocked. Another possibility is that the force on the blocking device is measured in the blocked state and when a previously set limit value is exceeded, a signal is activated, which is primarily sent to the driver of the articulated vehicle, or the driving forces of the articulated vehicle are limited, in order to stop driving due to danger, or the driving is restricted using a forcibly activated force on the track.

In addition to the blocking device, the vehicle can also contain an adjusting device, for adjusting the movement of the rod around the pivot axis and with it for the movement of the first joint and also for the movement of the pivot point of the rotational movement of the first and second bodies of the articulated vehicle around the height-vertical axis, whereby it acts with one component directed laterally to the longitudinal axis of the first body and by means of which the movement of the first and second bodies towards each other in the direction of the transverse axis of the vehicle is effected. Furthermore, the articulated vehicle may comprise a control device, for actively controlling the adjustment device, for example depending on the output rotation angle of the chassis of the first and second bodies. Thus, upon exceeding a previously given limit value for the output rotation angle of the chassis or the rotation frame of the first and second bodies, a proportional movement of the bodies towards each other in the transverse direction of the first body can be performed.

The control device supplies a previously given force analogously to the feedback element. In the further version, it is appropriately executed and placed on the first body of the vehicle. The previously given force is realized or introduced mechanically, for example by means of a spring, electrically, for example by means of an electric motor or pneumatically or especially hydraulically. The control device and the return adjustment element were identically designed in the further development. The control device may further serve to actively control the feedback element.

The maximum rotational angle of the first joint during the rotational movement of the first and second vehicle bodies around the height-vertical axis of the articulated vehicle during further execution is at least 25<0>, preferably at least 35<0>. The maximum angle of rotation is actually the highest allowed angle of rotation at the first joint. The first joint is designed in such a way that its maximum permissible rotation angle cannot be exceeded, for example by means of boundary buffers. In doing so, these boundary bumpers can also be installed directly between the sides of the first and second vehicle bodies facing each other.

In addition to the requirement for a small installation space, the invention has the additional advantage that it achieves an even, symmetrical mass distribution on the vehicle's axles and a low joint load.

In order to limit the rotational movement of the first and second vehicle bodies around the height-vertical axis of the articulated vehicle, boundary buffers can be installed on the first and second bodies. The boundary bumpers are primarily complementary to each other and oriented accordingly, for example these boundary bumpers are also installed directly between the sides of the first and second vehicle bodies facing each other. Unlike other further buffers, they can also be designated here as rotary buffers. In a further implementation, the ore may contain an impact element for regulation-consumption of impact energy in the event of a collision (passive safety element).

The advantage of the invention lies in particular in the use of reliable-proven, simple and low-cost components, instead of special structural elements known from mechanical engineering, such as a heavy-loaded linear guide or cross-rolling bearing.

This can be followed by a very convenient vertical support. By means of the longitudinal distance between the pivot axis installed under the first body and the first joint as a true pivot joint, the swaying moment in relation to the transverse axis (for example from a monorail passage) will be supported in the form of paired force transmission elements. With the help of a large longitudinal distance, a significant reduction of forces is obtained. This also allows for a reduction in the mass of the basic raw body.

This large length of support for accepting the moment from lateral sway in relation to the transverse axis further reduces the effect on the vertical dynamics of the running elements and increases the strength of the support for accepting the moment from swaying in relation to the transverse axis.

The ore allows adjustment in the provided or existing free space between the two longitudinal supports of the lower body chassis of the first vehicle body, as a result of which a significant improvement in clearance (vertical distance of the body elements from the ground) was achieved, in contrast to the articulated drive.

Due to the fact that the reception of the moment from swaying in relation to the transverse axis is supported, the maintenance of the first joint is missing, so a significant increase in the clearance will be possible on this arch under the joint, and for the clearance in the authoritative place.

Due to the length of the ore, this forced longitudinal movement during the transverse movement of the bodies towards each other is relatively small, which greatly simplifies the execution of the low-floor articulated floor, i.e. the articulated platform. By means of this, there is also a significant increase in the safety of the vehicle formwork against twisting-rotation of the body chassis (longitudinal pressure forces are in the direction of the rod, and thus are transmitted in an approximate way in the direction of the longitudinal axis of the vehicle, so it is difficult to create a bending moment in the longitudinal direction around the chassis). By means of the provided elbow brake (a brake formed by a protrusion on the rod and a complementary support on the first body of the vehicle), an additional increase in the safety of the rod against buckling is possible.

The blocking of the lateral movement or the lateral degree of freedom (for example in the case of towing a damaged vehicle) is feasible using a simple construction. In a special or given case for towing a broken-down vehicle, blocking can be omitted based on a good elbow brake. Along the relatively long rod, transverse damping is allowed in the lower chassis, which is installed and introduced relatively easily and at a low cost. Also sliding guidance can be performed also at low cost and it allows damping provided by friction. The implementation of support with rollers is also based on the use of cheap standard built-in elements and enables the creation of a friction arm that is significant for the transverse mobility of the first joint.

In a further embodiment, the first joint is so shaped and so installed between the first and second body of the vehicle, that the ratio of the distance of the pivot point of the rotational movement of the first and second body around the height-vertical axis of the articulated vehicle to the first and to the second body lies in an interval of 0.25 to 4, primarily in an interval of 0.8 to 1.25. It is advantageous for the first joint to be arranged in the middle between the first and second vehicle bodies.

The distance of the pivot point is measured towards the front side of the body in question, with which the body ends, i.e. it is the end of the body. Any built-in part-element, such as possibly a console, with which the first joint is firmly connected to the second body, does not represent a part of the body. A typical body includes longitudinal, vertical and cross members, which surround and build the interior space of the vehicle body. The front end of the body is covered by the outer body shell and firmly formed, with the shell still covering a certain inner space of the body.

According to a further embodiment of the invention, the vehicle has at least one further, third body of the vehicle, which is connected to the second body with a second joint, wherein the second joint is placed between the second and third body of the vehicle and is at least suitably shaped for performing the rotational movement of the second and third body around the height-vertical axis of the vehicle and for transmitting driving and braking forces between the second and third body. The second joint is also suitably adapted to transfer the suspension load between the second and third bodies. It is also movably connected to the second body in such a way that the pivot point of the rotational movement of the second and third bodies around the height-vertical axis of the vehicle is movable transversely in relation to the longitudinal axis of the second body, and with that, in addition to the pivoting or pivoting movement around the height-vertical axis of the bodies, movement, especially movement-movement, of the second and third bodies towards each other in the direction of the transverse axis of the vehicle is also enabled. The second joint has the same function between the second and third vehicle bodies as the first joint between the first and second vehicle bodies. It can therefore also be performed identically to the first joint. Also, the connection of the second joint to the third body of the vehicle is conditioned by an analogous technical procedure and can be carried out uniformly in the same way. Therefore, all derived forms, which relate to the first joint, ore and its installation on the first body of the vehicle, are transferable, i.e. identical.

In a further embodiment, the vehicle may contain a connection device, which is designed in such a way that the movement of the first joint transversely to the first body leads to approximately one first magnitude of displacement according to one movement of the second joint transversely to the third body which leads to one, previously given depending on the first magnitude, second magnitude of displacement. The ore can have a length greater than 2 m and allows a transverse movement of the first joint of /-250 mm. The vertical support of the ore can follow as needed via support rollers to the left and right of the ore.

The invention allows the execution of a large number of forms. They will be explained in more detail with the help of the following attached image, which shows an example of construction.

The picture shows the invention schematically. The lower side of the first body 1 of a rail vehicle is shown.

The second body 2 of the vehicle is connected to the first body 1 of the vehicle via the first joint 3. The first joint 3 is placed midway between the end 21 of the first body 1 and the end 22 of the second body 2 of the vehicle. It is conveniently designed at least for the rotation of the first and second bodywork 1 and 2 of the vehicle around the height-vertical axis of the rail vehicle and for the transmission of driving and braking forces between the first and second bodywork 1 and 2 of the vehicle. The height-vertical axis of the vehicle body is here normal to the plane of the drawing.

The first joint 3 is firmly connected to the second body 2 through the console 6 and connected to the first body 1 of the vehicle through the rod 4.

Here, the first part of the joint or the first body of the joint of the first joint 3 is firmly connected to the rod 4, while the second part of the joint or the second body of the joint of the first joint 3 is firmly connected to the second body 2 of the vehicle.

Rod 4 extends under the first body 1 of the vehicle. It is placed rotatably on the first body 1 around the axis of rotation 7, whereby the axis of rotation 7 allows rotation of the ore 4 exclusively in the horizontal plane. Here, the axis of rotation 7 extends parallel to the height-vertical axis 5. When turning the rod 4 in the horizontal plane around the axis of rotation 7, the first joint 3 moves with one component directed transversely to the longitudinal axis of the first body 1 of the vehicle. By means of this, the second body 2 of the vehicle is relatively movable with respect to the first body 1 of the vehicle in the transverse direction of the first body 1.

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The axis of rotation 7 is elastically placed under the first body 1 in the longitudinal direction. For this purpose, the ore 4 is elastically connected to the first body 1 of the vehicle via the elastic bearing 8 of the ore. The bearing 8 of the ore in this derived example contains a stable housing 16, which is firmly attached to the first body 1 of the vehicle for receiving and implementing the connecting forces in the first body 1 of the vehicle, it further contains a joint 9, in particular one joint in the form of a hinge - a hinged joint, which enables the rotational movement of the ore around the axis of rotation 7, it contains a console 10 as well as an element 11 for return adjustment.

Next to the console 10, the further joint 9 is also firmly connected to the rod 4. The return adjustment element 11, which is for example a spring, is inserted between the housing 16 and the console 10 and is prestressed by a force, which is directed in the direction opposite to the end 21 of the first body 1. The force FD, which is marked in the drawing with an arrow, acts on the first joint 3 in the direction parallel to the longitudinal axis of the vehicle and at the same time acts on the axis of rotation 7, whereby it causes an elastic push of the spring of the element 11 for rotary adjustment and thereby moves the rotary axis 7 from its rest position in the direction of the arrow.

In the stationary position, the gap 12 between the end impact part of the housing 16 and the adjacent plate 17, which forms the base of the console 10, has a value of zero. The bearing plate 17 rests on the end impact part of the housing 16. With this, the traction force from the side of the ore 4 is transmitted.

As an anti-impact support 14, and therefore for the transmission of a large pressure force on the rod 4, a support-slide with an adjustable gap is provided near the joint 3 on the first body 1 of the vehicle. This is a part of the lower chassis of the body 1, in particular a cover sheet 23 for connecting both longitudinal supports 18 of the chassis of the first body 1 and serves to transmit the pressure force in both longitudinal supports 18. The support-curtain 14 is therefore firmly connected to the first body 1 of the vehicle.

The ore 4 is guided by means of the penetration-opening in the lower chassis of the first body 1. The support-curtain 14 is built by means of this adjacent surface which is closely connected to the penetration, especially by means of this bordered to the penetration, i.e. the penetration-limited surface of the lower chassis of the first body 1 of the vehicle. It is performed here in an arched form. Opposite the support-scenery 14 is a collar as a protrusion 13, which is formed from ore 4 or on the ore 4. The collar protrusion 13 is firmly connected to the ore 4 and is adequately dimensioned for force transmission. The collar 13 is complementary to the support-curtain 14 and is also arched. Another gap 15 is made between the collar 13 and the support-curtain 14.

The FDipak force acts on the elastic compression of the element 11 for return adjustment and on the movement of the rotary axis 7 from its rest position in the direction of the arrow (which indicates the direction of force action) until the collar 13 rests on the support-slide 14. The collar 13 and the support-slide 14 work together in such a way that the final application of the pressure force F to the first body 1 of the vehicle is carried out.

These oppositely lying surfaces on the collar 13 and support-curtain 14, which can come into contact on the opposite side, are designed as a pair with friction surfaces, i.e. a pair affected by friction with a previously given friction value. This can lead to the fact that the rotational movement of the ore 4 around the axis of rotation 7 becomes difficult when the collar 13 rests on the support-slide 14. In order to also take over the pulling force on the ore, which originates from the first joint 3 and acts in the direction of the axis of rotation 7, a further shock support, which is not shown here in the picture, can also be provided opposite to the support-slide 14, so that the collar 13 can also comes to the opposite side to rest on the first body 1 of the vehicle and thus the traction force can be transferred to the first body 1 of the vehicle. Collar 13 will therefore be guided from both sides.

The distance of the support-curtain 14 to the rotation axis 7 and the distance of the rotation axis 5 of the first joint 3 to the support-curtain 14 are at least the same values. It is advantageous for the distance of the support-slide 14 to the pivot axis 7 to be slightly greater in relation to the distance of the pivot axis 5 of the first joint 3 to the support-slide 14. In this way, the length of the ore 4 subjected to bending will be significantly reduced.

The penetration also serves for the vertical support of the ore 4 and for the transmission of vertical forces, especially the weight forces, i.e. especially the load difference, between the bodies 1 and 2. The vertical forces here are normal to the plane of the drawing-image.

The ore is supported against the surface of the penetration, for example, by means of support rolls up and down. With this, the friction value is almost negligibly small. Alternatively, sliding surfaces can be placed here on both sides, which are complementary to each other and directed towards each other.

Otherwise, the first joint 3 and rod 4, as well as the elastic bearing 8 of the rod including the further bearing 9 and the rotating axis 7 are dimensioned in such a way that the vertical load difference between the first and second bodywork 1 and 2 of the vehicle can be transmitted with them.

Spring 19 and damper-absorber 20 are provided here to direct rod 4 in the central position and therefore in the direction of the longitudinal axis of the vehicle.

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Claims (7)

PATENT REQUESTS 1. A rail vehicle with a first body and at least one further, second body (1, 2) of the vehicle, which are connected to each other via a first joint (3), wherein the first joint (3) is placed between the first and second body (1, 2) of the vehicle, and is at least advantageously shaped for performing the rotational movement of the first and second body (1, 2) around the height-vertical axis of the rail vehicle and for transmitting driving and braking forces between the first and the second body (1, 2) of the vehicle, wherein the first joint (3) is connected to the first body (1) and firmly connected to the second body (2) of the vehicle via the rod (4), wherein the rod (4) under the first body (1) is mounted rotatably around a pivot axis (7) on the first body (1) of the vehicle, which allows rotation of the rod (4) in the horizontal plane, so that the first joint (3) is movable by means of a component directed to the longitudinal axis of the first transverse body (1), indicated by that the ore (4) by means of one penetration is guided in the lower chassis-body of the first body (1) and supported in the vertical direction and is supported in the penetration by means of a sliding pair or by means of support rollers upwards and/or downwards. 2. A rail vehicle according to claim 1, characterized in that the first body (1) and the second body (2) of the vehicle are supported on at least one chassis. 3. A rail vehicle according to claim 1 or 2, characterized in that the rail vehicle is a low-floor rail vehicle, wherein the first joint (3) is installed under the low-floor transition between the first and second bodywork (1, 2) of the vehicle. 4. Rail vehicle according to claim 1, characterized in that the ratio of the distance from the penetration to the pivot axis (7) to the distance of the first joint to the pivot axis (7) is at least 1/2. 5. A rail vehicle according to one of claims 1 to 4, characterized in that the rail (4) is placed on the first body (1) of the vehicle so that it can be moved outwards from a stationary position in the longitudinal direction of the vehicle. 6. Rail vehicle according to claim 5, characterized in that the rail has a protrusion (13), which acts together with a support (14) firmly placed on the first body (1), so that when the pivot axis (7) is moved outward from its rest position, at least in one direction directed from the first joint to the first body (1) parallel to the longitudinal axis of the vehicle, the protrusion (13) comes into contact with the support (14) and the forces acting on the rod (4) from the first joint (3) to the first body (1) in a direction parallel to the longitudinal axis of the vehicle are transmitted from the rod (4) to the first body (1) of the vehicle via this protrusion (13) resting on the support (14). 7. Rail vehicle according to claim 6, characterized in that the ratio of the distance from the projection (13) to the axis of rotation (7) to the distance of the first joint (3) to the axis of rotation (7) is at least 1/2.