WO2008151976A1 - Vehicle with railcar bodies connected in an articulated manner - Google Patents

Abstract

The invention relates to a vehicle, in particular a railway vehicle, with a first railcar body (103), a second railcar body (104), and an undercarriage (102), wherein the undercarriage (102) is arranged in the area of the adjacent ends of the two railcar bodies (103, 104), and the first railcar body (103) and the second railcar body (104) are pivotably connected in the area of the adjacent ends thereof at least around a pivoting axis (106.1) running in the direction of the vertical axis (101.2) of the vehicle (101). The first railcar body (103) is pivotably connected to the undercarriage (102) by a first articulation device (105; 205) around a first pivoting axis (105.1) running in the direction of the vertical axis (101.2) of the vehicle (101; 201) and is supported on the undercarriage (102). The second railcar body (104) is connected pivotably to the first railcar body (103) by a second articulation device (106) around a second pivoting axis (106.1) running in the direction of the vertical axis (101.2) of the vehicle (101; 201) and is supported on the first railcar body (103).

Description

 Vehicle with articulated car bodies

The present invention relates to a vehicle, in particular a rail vehicle, with a first car body, a second car body and a chassis, wherein the chassis is arranged in the region of the adjacent ends of the two car bodies, the first car body and the second car body in the region of their adjacent Ends are at least pivotally connected about a pivot axis extending in the direction of the vertical axis of the vehicle and the first car body is pivotally connected via a first hinge means about a running in the direction of the vertical axis of the vehicle first pivot axis with the chassis and supported on the chassis.

In a number of rail vehicles, adjacent car bodies are based on a common so-called Jacobs bogie. For the support and articulation of the car bodies on the rotary part often two-stage slewing rings or separate or common pivot pins are used, as described for example in WO 03/011670 A1.

In particular, the known vehicles with turntables do not allow rolling movements between the two car bodies, so on the one hand when passing through twisted track sections high torsional loads in the joints and car bodies arise.

Another disadvantage of these vehicles is that the connection of the

Car bodies to the bogie not only the load introduced from the bogie in the car body (drive, braking and centrifugal forces) must take over, but also record and transmit the possibly significantly higher longitudinal compressive forces between the car bodies.

Both effects require a comparatively complex construction of the connection of the car bodies to the bogie and the car body structure itself.

The present invention is therefore based on the object to provide a vehicle of the type mentioned above, which does not have the disadvantages mentioned above or at least to a lesser extent and in particular allows a simpler construction of the chassis connection and the car bodies themselves.

The present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

The present invention is based on the technical teaching that one achieves a simpler construction of the chassis connection and the car bodies themselves, if one dissolves the integral in a unit car body connection and chassis connection, so that only one of the two car bodies is connected via a hinge device directly to the chassis, while the two car bodies are connected to each other via a separate further joint device. About this separate further joint device then one of the car bodies is first supported on the other car body, before the structure of the introduction then only the support forces in the chassis, while the longitudinal forces between the car bodies directly on the car bodies and not on the support on the chassis to run.

This separation of the connection of the car bodies and the connection of the chassis has the advantage that the connection of the chassis in a conventional manner, for example, as for a final landing gear (on which only a car body is supported) can take place. Accordingly, the same components as for the connection of the other chassis of the vehicle can be used for this chassis connection.

Furthermore, the unit, the car body is hinged directly to the chassis, possibly driving dynamics as a conventional car unit with two end bogies are considered, which ultimately simplifies their interpretation.

Finally, the connection between the two car bodies, thanks to the functional separation of the chassis connection can be designed in a simple manner so that rolling movements between the two car bodies are made possible. This reduces the torsional loads on the car bodies (eg when driving through twisted track sections), so that they can also be made simpler.

According to one aspect, the invention therefore relates to a vehicle, in particular a rail vehicle, with a first car body, a second car body and a chassis, wherein the chassis in the region of the adjacent ends of the two Car bodies is arranged and the first car body and the second car body are pivotally connected in the region of their adjacent ends at least about a pivot axis extending in the direction of the vertical axis of the vehicle. The first car body is pivotally connected via a first hinge device about a running in the direction of the vertical axis of the vehicle first pivot axis with the chassis and supported on the chassis. The second car body is pivotally connected via a second hinge means about a running in the direction of the vertical axis of the vehicle second pivot axis with the first car body and supported on the first car body.

The first pivot axis and the second pivot axis can basically be arranged in any suitable manner to each other. Preferably, these two pivot axes are aligned parallel to each other, wherein they may optionally also have a certain distance from each other. Under driving dynamics aspects, however, it is advantageous if the two pivot axes are substantially aligned with each other. It is therefore preferably provided that the first pivot axis and the second

Pivot axis in the resting state of the vehicle to each other are substantially collinear, since in this case, the connection between the two car bodies and the connection of the chassis can be considered kinematically as a single joint.

The first joint device and the second joint device can basically be arranged in any suitable manner with respect to each other. However, a configuration that is particularly easy to implement results when the second articulation device is arranged in the direction of the vehicle vertical axis above the first articulated direction. Hereby, the supporting forces acting on the support of the second car body can be taken up in a particularly simple manner by the first car body and introduced into the chassis via the first joint device.

The first hinge device can be designed in a particularly simple manner. In particular, it can be designed as the joint device for a conventional final landing gear, so that within the vehicle optionally the same type of joint device can be used for all chassis connections, under certain circumstances even identical components can be used for this purpose. Preferably, the first hinge device is formed in the manner of a turntable or a pivot joint, as in a sufficient manner z. B. is known for final landing gears. As already mentioned above, it is preferably provided that the second hinge device allows rolling movements between the two car bodies, in order to achieve a reduction of the torsional load of the car bodies when passing through twisted track section, it is therefore preferably provided that the second hinge device is designed such that it allows a roll movement between the first car body and the second car body about a vehicle longitudinal axis parallel to the roll axis.

Such rolling movements between the car bodies can be achieved via a number of joint designs. Thus, it is for example possible to perform the second hinge device with a gimbal section, which this

Wank movements possible. In a particularly simple and robust manner, however, such a design can be achieved by means of a ball-joint-type design. Preferably, it is therefore provided that the second hinge device is designed in the manner of a ball joint.

For this purpose, the second hinge device preferably comprises a spherical projection arranged on one of the two car bodies and seated in an associated spherical socket which is fastened to the other of the two car bodies. A particularly easy to manufacture and mend configuration results here, when the spherical projection is arranged on the second car body.

The support of rolling movements of the second car body with respect to the first car body may optionally take place exclusively at the other end of the second car body remote from the second joint device, for example via a support on a conventional end gear. Likewise, a separate support via a corresponding (preferably via corresponding convection elements on the second car body coupled) secondary suspension on the chassis associated with the second articulation can be done. Preferably, however, these rolling movements are supported via the first carriage body, since this makes it possible to achieve a particularly simple design with minimized torsional loading of the second vehicle body.

This support of the rolling movements of the second car body with respect to the first car body can take place via the second joint device. Preferably, however, it is provided that the two car bodies are connected via an acting in the direction of the vehicle transverse axis connecting means, wherein the connecting means is spaced in the direction of the vehicle vertical axis of the second hinge means to so easy to apply corresponding such rolling movements supporting forces can. In this case, an attenuation of the rolling movements between the two car bodies preferably takes place in that the connecting device comprises a damping device acting in the direction of the vehicle transverse axis.

The present invention can be used in conjunction with any desired

Implement landing gear. Thus, it may be at the assigned in two car bodies chassis to a Einzelachsfahrwerk. Preferably, the chassis, however, designed in the manner of a bogie. Furthermore, it is preferably provided here that the bogie has a secondary suspension supported on a bogie frame cradle and the first hinge device is attached to the cradle.

Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:

Figure 1 is a schematic side view of part of a preferred embodiment of the vehicle according to the invention;

Figure 2 is a schematic perspective view of a part of the vehicle of FIG

1;

3 shows a section through the detail D of Figure 1 along the line IH-III of Figure 2;

4 shows a section through part of a further preferred embodiment of the vehicle according to the invention.

First embodiment

A first preferred embodiment of the vehicle according to the invention in the form of a multi-unit rail vehicle 101 will be described below with reference to FIGS. 1 to 3.

The vehicle 101 has a vehicle longitudinal axis 101.1, a vehicle axle 101.2 and a vehicle transverse axis 101.3. The vehicle 101 comprises a chassis in the form of a Jacobs bogie 102, a first car body 103 and a second car body 104, whose adjacent ends are associated with the bogie 102. The first vehicle body 103 is pivotally connected to the bogie 102 via a first articulation device in the form of a turntable 105 about a first pivot axis 105.1 and supported on the bogie 102 on the bogie 102 on the bogie 102 in the direction of the vehicle's vertical axis 101.2. The first pivot axis 105.1 runs substantially parallel to the vehicle's vertical axis 101.1.

As can be seen in detail in particular Figures 1 and 3, the turntable 105 is fixed to a cradle 102.1 of the bogie 102, which is supported on the bogie frame 102.3 of the bogie 102 via a secondary suspension 102.2. The turntable 105 is attached to a first carrier 103.1 of the first car body 103 for this purpose.

The first car body 103 and the second car body 104 are connected via a second hinge device in the form of a ball joint 106. The ball joint 106 is arranged in the direction of the vehicle vertical axis 101.2 above the turntable 105, so that it is easily accessible and the connection between the first car body 103 and the second car body 104 is to be produced in a simple manner.

By the ball joint 106 are in the first car body 103 and the second car body 104 on the one hand pivotally connected to each other about a second pivot axis 106.1. The second pivot axis 106.1 again runs essentially parallel to the vehicle vertical axis 101.1 and is arranged collinear with the first pivot axis 105.1. This is advantageous from a driving dynamics point of view since the connection between the two car bodies 103, 104 and their connection to the bogie 102 can be kinematically regarded as a single joint.

On the other hand, the second car body 104 is supported in the direction of the vehicle vertical axis 101.2 via the ball joint 106 on the first car body 103, whose structure then initiates the support forces resulting from the support of the second car body 104 via the turntable 105 into the bogie 102.

The ball joint 106 comprises a spherical projection 106.1 and a corresponding counterpart in the form of a spherical socket pan 106.2. The spherical projection 106. 1 is arranged on a second carrier 104. 1 of the second vehicle body 104. The projection 106.1 is inserted from above into the socket pan 106.2, which in turn is fastened to the first support 103.1 of the first car body 103. With this design, the conventional unit-integrated connection of the car bodies and landing gear applications is resolved. Rather, according to the invention, only the first car body 103 is connected via the turntable 105 directly to the bogie 102, while the two car bodies 103, 104 are interconnected via the separate ball joint 106. Thanks to this separate connection between the two car bodies 103, 104, only the supporting forces resulting from the support of the two car bodies in the direction of the vehicle vertical axis 101. 2 are introduced into the bogie 102 via the structure of the first car body 103, while the longitudinal forces acting on the longitudinal axis of the vehicle 101 are interposed between the carousels Car bodies 103, 104 are guided directly over the structure of the two car bodies 103, 104 and not on the bogie 102 as in conventional vehicles via the articulated connection (ie the turntable 105).

This separation of the connection of the car bodies 103, 104 with each other and their connection to the bogie 102 has the advantage that the turntable 105 can be designed in a conventional manner. Furthermore, the car unit with the first car body 103 by its sole direct linkage to the bogie 102 driving dynamics as a conventional car unit with two Endfahrwerken be considered, which ultimately simplifies their interpretation.

The ball joint 106 also allows rolling movements between the two car bodies 103, 104 about a parallel to the vehicle longitudinal axis 101.1 roll axis. This reduces the torsional loads of the car bodies 103, 104, z. B. when passing through twisted track sections, so that the car bodies 103, 104 can be made simpler.

Rolling movements of the first car body 103 relative to the bogie 102 are supported inter alia via the turntable 105 and the cradle 102.1. The support of the rolling movements of the second car body 104 with respect to the first car body 103 via a connecting device 107, which connects the two car bodies 103, 104 in the direction of the vehicle transverse axis 101.3. This results in a particularly simple design with minimized Torsionsbelastuπg the second car body 104, since the support of the rolling movements not only elsewhere, for example, at the other end of the second car body 104 must be made.

The connecting device 107 is arranged in the roof area of the vehicle 101 and thus above the ball joint 106, so that favorable leverage ratios for the support the rolling movements between the two car bodies 103, 104 are present. The connecting device 107 is for this purpose in the roof area via a first console 107.1 articulated to the first car body 103 and a second console 107.2 on the second car body 104.

The connecting device 107 comprises a damping device acting in the direction of the vehicle transverse axis 101.3 in the form of a damper 107.3, which damps the rolling movements between the first vehicle body 103 and the second vehicle body 104 in an advantageous manner. By adjusting the length of the connecting device 107, it is also possible, in the idle state of the vehicle 101, to adjust the orientation of the vehicle bodies 103, 104 relative to the vehicle's vertical axis 101.2.

Due to the inventive design with the connection of the first car body 103 via the turntable 105 on the bogie 102 and the separate connection of the two car bodies 103, 104 via the ball joint 106, the advantage is further achieved that without further measures clear kinematic conditions for the connection on Bogie 102 result. Thus, unlike conventional vehicles, which have, for example, a two-stage turntable, no separate device is required, which controls the pitching behavior of the cradle 102.1. Similarly, no center portal for the connection of the car bodies is required.

Second embodiment

In the following, with reference to Figure 4, a second preferred

Embodiment of the vehicle 201 according to the invention described. FIG. 4 shows a view of the vehicle 201 which corresponds to the view of the vehicle 101 from FIG. The vehicle 201 corresponds in its basic design and operation of the vehicle 101, so that only the differences should be discussed. Accordingly, in FIG. 4, identical components are the same

Reference numerals as provided in Figures 1 to 3, while similar components are provided with increased by the value 100 reference numerals.

The only difference with respect to the vehicle 101 from FIGS. 1 to 3 is that in the vehicle 201 the first articulation device is designed as a pivot joint 205, whose pivot pin 205.2 is fastened to the first carrier 103.1 of the first vehicle body 103 and in a corresponding recess in FIG the cradle 202.1 of the bogie 102 is seated. All other components of the vehicle 201 are identical to the Components of the vehicle 101, so that reference is made in this regard only to the above statements.

The pivot joint 205 may be designed in a conventional manner. In particular, it may be designed as this in a sufficient manner z. B. is known for final landing gears. If appropriate, the pivot pin can be designed identically to the other pivots of the vehicle 201, so that identical components can advantageously be used for the articulation of all bogies of the vehicle 201, if appropriate.

The present invention has been described above solely by way of examples in which bogies are used. It is understood, however, that the invention can also be used in connection with any other designed chassis.

Finally, it is understood that the invention in connection with any vehicles, in particular any rail vehicles for any applications in local transport, long-distance traffic, especially in high-speed traffic, use.

* * * * *

Claims

claims 1. vehicle, in particular rail vehicle, with a first carbody (103) - A second car body (104) and - a chassis (102), wherein - The chassis (102) in the region of the adjacent ends of the two car bodies (103, 104) is arranged, - The first carriage body (103) and the second car body (104) are pivotally connected in the region of their adjacent ends at least about one in the direction of the vertical axis (101.2) of the vehicle (101; 201) extending pivot axis (106.1) and - The first carriage body (103) via a first hinge means (105; 205) about a in the direction of the vertical axis (101.2) of the vehicle (101; 201) extending first pivot axis (105.1) pivotally connected to the chassis (102) and on the chassis (102) is supported, characterized in that - The second car body (104) via a second hinge means (106) about a in the direction of the vertical axis (101.2) of the vehicle (101; 201) extending second pivot axis (106.1) pivotally connected to the first car body (103) and on the first car body (103) is supported. 2. Vehicle according to claim 1, characterized in that the first pivot axis (105.1) and the second pivot axis (106.1) in the idle state of the vehicle (101, 201) are mutually koilinear. 3. Vehicle according to claim 1 or 2, characterized in that the second hinge device (106) in the direction of the vehicle vertical axis (101.2) above the first hinge means (105; 205) is arranged 4. Vehicle according to one of the preceding claims, characterized in that the first hinge means in the manner of a turntable (105) or a pivot joint (205) is formed. 5. Vehicle according to one of the preceding claims, characterized in that the second hinge device (106) is designed such that it has a Rolling movement between the first car body (103) and the second car body (104) about a vehicle longitudinal axis (101.1) parallel rolling axis permits. 6. Vehicle according to claim 5, characterized in that the second hinge device (106) is designed in the manner of a ball joint. 7. Vehicle according to claim 6, characterized in that the second articulation device (106) has a on one of the two car bodies (103, 104) arranged spherical projection (106.1) which is seated in an associated spherical socket (106.2) on the another of the two car bodies (103, 104) is attached. 8. Vehicle according to claim 7, characterized in that the spherical projection (106.1) is arranged on the second carriage body (104). 9. Vehicle according to one of the preceding claims, characterized in that - the two car bodies (103, 104) via a in the direction of the vehicle transverse axis (101.3) connecting means (107) are connected, wherein - The connecting device (107) in the direction of the vehicle vertical axis (101.2) from the second hinge means (106) is spaced. 10. Vehicle according to claim 9, characterized in that the connecting device (107) in the direction of the vehicle transverse axis (101.3) acting damping device (107.3). 11. Vehicle according to one of the preceding claims, characterized in that the chassis (102) is designed in the manner of a bogie. 12. Vehicle according to claim 11, characterized in that - Has the bogie (102) via a secondary suspension (102.2) on a bogie frame (102.3) supported cradle (102.1) and - The first hinge means (105, 205) is attached to the cradle (102.1).