EP1674367B1 - Dispositif pour la liaison articulée de deux caisses d'un véhicule ferroviaire à sections multiples - Google Patents

Dispositif pour la liaison articulée de deux caisses d'un véhicule ferroviaire à sections multiples Download PDF

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Publication number
EP1674367B1
EP1674367B1 EP05109565A EP05109565A EP1674367B1 EP 1674367 B1 EP1674367 B1 EP 1674367B1 EP 05109565 A EP05109565 A EP 05109565A EP 05109565 A EP05109565 A EP 05109565A EP 1674367 B1 EP1674367 B1 EP 1674367B1
Authority
EP
European Patent Office
Prior art keywords
wagon
gravity
bodies
wagon body
centre
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP05109565A
Other languages
German (de)
English (en)
Other versions
EP1674367A1 (fr
Inventor
Gerhard Schmidt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1674367A1 publication Critical patent/EP1674367A1/fr
Application granted granted Critical
Publication of EP1674367B1 publication Critical patent/EP1674367B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

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

Definitions

  • the invention relates to a device for the articulated connection of two car bodies of a multi-unit rail vehicle, according to the preamble of claim 1.
  • Such a device is from the FR 1 539 860 known.
  • the articulated train arrangement i. the connection of the individual cars of a train by a single, only rotationally movable joint is a proven design principle in rail vehicle construction.
  • one single bogie is sufficient for each wagon crossing, which means that the number of bogies in the train can be significantly reduced even while keeping their distance.
  • the relative movements at the transitions of the car due to the limited degrees of freedom are much lower, which significantly simplifies the implementation of transitional devices.
  • Such a high rigidity is generated either by the type of joints that do not have the corresponding degree of freedom, or by the connection of two car body ends to a joint area arranged in common bogie (eg Jakobs-type with separate secondary spring per car body corresponding to the railcar trains series 423 to 426 of the German Railways AG).
  • Due to the rigid coupling of the car bodies it is possible to compensate for track position disturbances and overhanging ramps worse than for single cars, which can lead to wheel derailment critical wheel unloadings.
  • all component and assembly tolerances are summed over the train length, so that a final adjustment for adjusting the wheel loads on the entire tractor may be required, which places significant demands on the metrological equipment.
  • a possible solution to the above-described problem is a soft around the longitudinal axis of the joints in conjunction with a clear assignment of the bogies to exactly one car body - at least with respect to the roll support.
  • This is achieved, for example, with the one-stage high-speed train TGV, which is made possible by elastomere joints that can be rotated on all sides and a connection of the anti-roll bars to only one body.
  • TGV high-speed train
  • Jakobs bogies in total always have a bogie more than car bodies, obviously the assignment of Wankabstützung each bogie to a car body whose mass corresponds exactly to the load of this bogie, not consistently possible.
  • the invention has for its object to make a device of the generic type so that the aforementioned disadvantages of the existing vercardenfin designs are avoided.
  • the device according to the invention is characterized in that the rolling moments are distributed in the same distribution on the bogies as the vertical loads, so that the tipping stability of all bogies is optimally utilized. Since the transmission of the transverse forces between the car bodies is at the level of their centers of gravity, the stationary effect on the chassis at unbalanced lateral acceleration for an attached via the articulated car body mass is equal to a wankfest coupled. The dynamic parts of the rolling forces are not transmitted by the system itself. However, it is not a problem to couple the car bodies by intermediate dampers. Unlike elastic or kinematic coupling, as in the existing articulated trains described above, viscous dampers avoid tensions due to tolerance problems because they are self-adjusting.
  • a car body 1 belonging to an articulated train is connected to at least one chassis 3.
  • the other car body 2 which has a supporting arm 4 facing the car body 1 is supported on the car body 1 with a substantial proportion of its weight via the connecting device in all loading states. Because a transmission of longitudinal forces between the car bodies 1 and 2 at the height of their centers of gravity for reasons of structural load usually not useful, a structural separation of the force components is preferred in the embodiments.
  • the longitudinal forces are transmitted at the height of the undercarriage of the two car bodies 1 and 2, for example, by a loadable on train and pressure, articulated coupling rod 8 - see Fig. 1 and 3 - Or by means of a tie rod 10 and at least one effective in the compression direction buffer 9 (see Fig. 6 ).
  • a corresponding embodiment is conceivable as elastic support 5, approximately in the form of in Fig. 2 illustrated, wedge-shaped rubber layer springs whose stiffness center of gravity is at the height of the center of gravity S of the car bodies 1 and 2.
  • a suspension of the car body 2 can take place via a link 6 having Gelenkgetriebe whose instantaneous position is at the height of the box center of gravity S, as shown in the 3 and 4 is shown.
  • the transverse force transmission can also directly at the height of the center of gravity S by transverse stops 7 ( Fig. 5 ) or appropriately arranged handlebars.
  • a complete articulated train with one of the connecting devices explained here can have two car bodies 1 forming the ends of the train, which are supported at their two head sections on a respective chassis 3. Between such Endwagenkarsten 1 arranged in basically any number average car bodies 2 can rest on only one chassis 3, which is located below the side facing away from the connecting device, not shown end portion of the corresponding car body 2. However, it is also possible to provide the or the middle car bodies 2 of the articulated train free of trolleys 3 as so-called floating car bodies, in each of which one of the connecting devices according to the invention is disposed of at both car ends.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vibration Dampers (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Chain Conveyers (AREA)
  • Seats For Vehicles (AREA)

Claims (6)

  1. Dispositif de liaison articulée de deux caisses ( 1, 2 ) d'un véhicule ferroviaire à éléments multiples, dans lequel l'une des caisses ( 2 ) est, dans tous les états de charge, soutenue avec une proportion sensible de son poids par le dispositif sur l'autre caisse ( 1 ), laquelle est reliée à au moins un dispositif ( 3 ) de roulement,
    dans lequel la résistance à la torsion entre les caisses ( 1, 2 ) autour de l'axe longitudinal du véhicule est petite par rapport à la résistance de liaison de la caisse ( 1 ) à son dispositif ( 3 ) de roulement, des forces se produisant dans des directions transversales du véhicule étant transmises au niveau du centre ( S ) de gravité de la caisse reliée au dispositif ( 3 ) de roulement,
    caractérisé en ce que
    les éléments ( 8, 9 ) transmettant des forces longitudinales contiennent des dispositifs réversibles ou irréversibles d'absorption à dessein de l'énergie de chocs longitudinaux.
  2. Dispositif suivant la revendication 1,
    caractérisé en ce que
    l'appui ( 5 ) s'effectue par des liaisons élastiques qui sont dimensionnées et disposées de façon à ce que le centre de gravité de la raideur de ressort dans la direction transversale du véhicule soit à peu près au niveau du centre de gravité de la caisse ( 2 ) soutenue.
  3. Dispositif suivant la revendication 1,
    caractérisé en ce que
    le soutien s'effectue par un mécanisme articulé qui a une bielle ( 6 ) et dont le centre instantané de rotation se trouve à peu près au niveau du centre de gravité de la caisse ( 2 ) soutenue.
  4. Dispositif suivant la revendication 1,
    caractérisé en ce que
    la transmission des forces transversales s'effectue par au moins un élément de transmission de force efficace seulement dans la direction transversale et disposé à peu près au niveau du centre de gravité de la caisse ( 2 ) soutenue.
  5. Dispositif suivant l'une des revendications 1 à 4,
    caractérisé en ce que
    les forces longitudinales entre les caisses ( 1, 2 ) sont transmises par une tringle ( 8 ) d'accouplement articulée et pouvant être chargée à la traction et à la compression.
  6. Dispositif suivant l'une des revendications 1 à 4,
    caractérisé en ce que
    les forces longitudinales entre les caisses ( 1, 2 ) sont transmises séparément pour la direction de traction et la direction de compression respectivement par des éléments propres, à savoir une barre ( 10 ) de traction ou un tampon ( 9 ), les éléments ( 9 ) de transmission de la pression pouvant glisser les uns par rapport aux autres dans les surfaces d'application.
EP05109565A 2004-12-27 2005-10-14 Dispositif pour la liaison articulée de deux caisses d'un véhicule ferroviaire à sections multiples Expired - Lifetime EP1674367B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102004062664A DE102004062664A1 (de) 2004-12-27 2004-12-27 Vorrichtung zum gelenkigen Verbinden zweier Wagenkästen eines mehrgliedrigen Schienenfahrzeuges

Publications (2)

Publication Number Publication Date
EP1674367A1 EP1674367A1 (fr) 2006-06-28
EP1674367B1 true EP1674367B1 (fr) 2009-07-29

Family

ID=36096273

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05109565A Expired - Lifetime EP1674367B1 (fr) 2004-12-27 2005-10-14 Dispositif pour la liaison articulée de deux caisses d'un véhicule ferroviaire à sections multiples

Country Status (3)

Country Link
EP (1) EP1674367B1 (fr)
AT (1) ATE437785T1 (fr)
DE (2) DE102004062664A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006049868B3 (de) * 2006-10-23 2007-09-27 Siemens Ag Vorrichtung zur mechanischen Verbindung von Fahrzeugen
DE102013208849B4 (de) 2013-05-14 2020-10-08 Siemens Mobility GmbH Fahrwerkloser Fahrzeugbrückenkasten
DE102016219201A1 (de) * 2016-10-04 2017-11-30 Siemens Aktiengesellschaft Kupplungsvorrichtung für auf einem gemeinsamen Fahrwerk abgestützte Wagenkästen eines Schienenfahrzeugs
FR3124784B1 (fr) * 2021-07-05 2025-05-16 Alstom Transp Tech Chaîne de véhicules semi-remorques et rame articulée associée

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB793437A (en) * 1955-05-05 1958-04-16 Acf Ind Inc Articulated rail car with individually guided axles
DE1142894B (de) * 1957-05-14 1963-01-31 Goerlitz Waggonbau Veb Schienengliederzug
FR1539860A (fr) * 1967-08-07 1968-09-20 Atel Const Nord De La France Véhicule ferroviaire

Also Published As

Publication number Publication date
DE102004062664A1 (de) 2006-07-06
EP1674367A1 (fr) 2006-06-28
DE502005007776D1 (de) 2009-09-10
ATE437785T1 (de) 2009-08-15

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