ARTICULATED DEVICE FOR AN ARTICULATED VEHICLE AND ARTICULATED VEHICLE

Description

Technical field

[0001] The present invention relates to an articulated device for flexibly connecting car bodies of an articulated vehicle. Furthermore, the invention relates to an articulated vehicle with multiple car bodies, wherein the car bodies are connected to one another by means of the articulated device mentioned above. Previously known state of the art

[0002] Articulated vehicles are well known, for example, multi-unit articulated buses or rail-bound public transport vehicles such as trams. The joints connecting the car bodies of such multi-unit vehicles are designed so that the individual parts of the vehicle are connected to each other in a permissible static and dynamic state.

[0003] EP 1647 462 A1 discloses a vehicle for passenger transport and has several car bodies coupled by articulated joints. The articulated joints are designed as pivot bearings and allow rotational movements of the car bodies around the vertical axis when cornering. At least one of the pivot bearings is connected to one of the car bodies in the upper vehicle area so that it can be displaced in the transverse direction of the vehicle, thus also enabling rolling movements of the car bodies relative to each other around the longitudinal axis of the vehicle.

[0004] The joint of an articulated vehicle described in EP 3 028 919 A1 serves to elastically connect the car bodies of an articulated vehicle. It is intended not only to transmit pitching, rolling, and buckling movements between the joint segments, but also to absorb fifth wheel loads and lifting loads. CN 107 458 406 A relates to a method for installing a swivel joint in a low-floor vehicle and a method for transmitting force, in particular the torsional resistance and tensile force, in the swivel joint. WO 2017 / 092462 A1 describes an articulated connection for a vehicle and such a rail vehicle. CN 204 801 812 U relates to articulated connections of rail vehicles for reducing pitching movements between two adjacent cars. Disadvantages of the state of the art

[0005] The solutions known so far only show sufficiently satisfactory application characteristics, but are at least either very complex in structure or do not allow effective coupling or decoupling of relative movements of individual car bodies. Problem

[0006] The object of the present invention is therefore to provide an articulated device which has a simple and robust construction and is characterized by a construction-related favorable connection of car bodies of an articulated vehicle. Inventive solution

[0007] The above object is achieved by an articulated device according to claim 1 or claim 2, and by an articulated vehicle according to claim 14. Further embodiments of the aforementioned subject matters emerge from the dependent subclaims and additionally discussed embodiments.

[0008] The joint device consists of at least one central bearing, two base bearings and two legs, whereby both legs are attached to the central bearing and / or one end of one leg is joined to another end of the other leg at the central bearing.

[0009] Each leg's other end is connected to a base bearing. Accordingly, the legs form a triangular link connection between the central bearing and the two base bearings and / or between the car bodies of the articulated vehicle.

[0010] The base bearings and / or the central bearing can be designed in at least three parts, comprising a bearing section, a support section, and support means arranged between the bearing section and the support section. A bearing section is defined at least by the fact that one end of a leg can be attached to it. The support section is designed to be directly or indirectly attached to a car body of the articulated vehicle. The force transmission between the bearing section and the support section can take place via the flexible support means.

[0011] In particular, a base bearing and / or the central bearing can be designed in the form of a bolt-sleeve construction, wherein a bolt-like component functions, for example, as a bearing section which is at least partially surrounded radially by a flexible support means, which in turn is at least partially encompassed by a sleeve-like component, in particular the support section.

[0012] For example, the bearing section can be bolt-shaped and at least partially surrounded by the support means. The support section can radially accommodate the support means and the bolt-shaped bearing section and be connectable to the car body. The bolt-shaped bearing section can be connected to a leg, possibly in a rotationally fixed manner, similar to a piston-connecting rod connection.

[0013] For an overall contextual understanding of the present patent application, a longitudinal direction, a horizontal transverse direction oriented perpendicular to the longitudinal direction, and a vertical direction perpendicular thereto are defined, which refer to a car body and / or the entire articulated vehicle. If such a directional specification is used in connection with the articulated device or components thereof, a reference is made to a proper mounting position of the articulated device between the car bodies of the articulated vehicle used as intended. The proper use of the articulated vehicle can be defined such that the articulated vehicle is positioned on a flat, horizontal, and straight surface, for example, on a roadway or on rails.

[0014] Furthermore, an inherent leg direction is defined for each leg, which runs along the longitudinal extension of each leg. Each leg thus has its own leg direction. In particular, the leg direction is identical to the alignment of a straight line connecting both mounting points at the two ends of each leg.

[0015] When the articulated device is assembled, the central bearing, which is designed to be fastened accordingly, is arranged on a first car body of the car bodies to be connected. The two base bearings are designed or connected so as to be directly or indirectly connectable to the second car body. In particular, a base device can be used which manifests a structural connection of the base bearings to the second car body such that both base bearings are fastenable or fastened to the second car body at a distance from one another. The base distance is preferably aligned in a first direction or in the transverse direction of the articulated vehicle. In the second case, the first direction is the same as the transverse direction.

[0016] The base device can be designed as a physical structure and establish an indirect connection between the support sections of the base bearings and the car body. In particular, the base device can be considered part of the articulation device. In such a case, the support sections of the base bearings could be mounted on the base device or they could be formed jointly with the base device. The base spacing results from the arrangement of the support sections on or with the base device.

[0017] It is also conceivable that the base device is defined solely by its functionality and does not have a physical form of its own. For example, the base device is designed as a fastening device on the car body, for example, as a thread for mounting the support sections of the base bearings.

[0018] At least one or both base bearings, in particular the support means, are designed and / or their materials are selected such that the bearing section and support section can perform a forced relative movement to each other. Accordingly, the bearing section and support section are arranged flexibly relative to each other within the framework of rigidity. In particular, the base bearing can be understood as a flexible fixed bearing.

[0019] Internal stiffness describes the stiffness relative between the bearing section and the support section of a bearing.

[0020] According to one embodiment, at least one base bearing and / or components thereof are designed and materials selected such that an internal stiffness of a base bearing in at least one leg direction of the leg associated with the base bearing is at least 2 kN / mm, in particular at least 3 kN / mm, preferably at least 4 kN / mm and a maximum of 7 kN / mm, in particular a maximum of 6 kN / mm, preferably a maximum of 5 kN / mm, at least in a quasi-linear stiffness range. The base bearing is preferably designed such that the quasi-linear stiffness range, starting from an unloaded state of the base bearing, extends over approximately 2 / 3 of the total play of the base bearing.

[0021] Alternatively or in addition to one or more of the embodiments described above, support means between the bearing section and the support section of a base bearing can be arranged and designed in such a way, and at least one leg, preferably two legs, can be designed with regard to the leg length in such a way that an internal stiffness of a base bearing in at least one leg direction of the leg belonging to the base bearing is at least 4 N / mm, in particular at least 6 N / mm, preferably 8 N / mm, per one millimeter of leg length (4), and at most 20 N / mm, in particular 18 N / mm, preferably 16 N / mm, per one millimeter of leg length (4), at least in a quasi-linear stiffness range.With the help of this relative measure 'internal stiffness per millimeter of leg length', the invention, in particular the shape of the effective wishbone including flexible bearing, can be described particularly precisely and comprehensively, because it is taught to design the internal stiffness of a base bearing as a function of a leg length of at least one leg, in particular both legs.

[0022] Furthermore, and regardless of the above, a base bearing can be designed so that the internal stiffness value increases from approximately two-thirds of the total clearance. The base bearing can therefore be designed with progressive internal stiffness.

[0023] For example, the internal stiffness in a last third of the total play of the base bearing, starting from an unloaded state of the base bearing, can be at least 4 kN / mm, in particular at least 6 kN / mm, preferably at least 8 kN / mm and a maximum of 14 kN / mm, in particular a maximum of 12 kN / mm, preferably a maximum of 10 kN / mm.

[0024] In the course of an additional or alternative embodiment, it is disclosed that the base distance and an effective link length between the central bearing and the base distance are selected in such a way, in particular by corresponding geometric design of the base device, a bearing section of a bearing or the bearings, and / or one or both legs, that a total stiffness between the bearing section of the central bearing and a support section of a base bearing in the transverse direction amounts to a maximum of 30%, in particular a maximum of 20%, preferably a maximum of 12% of an internal stiffness of one of the base bearings. This is achieved in that the geometric design of the wishbone translates at least an internal stiffness of a base bearing in the leg direction into the transverse direction.

[0025] The overall stiffness of the bearing section of the central bearing describes a flexibility of the bearing section of the central bearing with respect to the second car body supporting the base bearings and / or with respect to the base equipment.

[0026] According to one embodiment, the base distance and the handlebar distance perpendicular thereto determine the above-mentioned ratio of the total stiffness of the central bearing to the internal stiffness of the base bearing.

[0027] According to one embodiment, a ratio of handlebar length to base distance can be at least 4:1, in particular at least 5:1, preferably at least 6:1, and at most 12:1, in particular at most 10:1, preferably at most 8:1, wherein these ratios can be understood as an independent teaching to the percentages mentioned in the preceding paragraph.

[0028] In addition to or independently of the foregoing, the support means of a base bearing, both base bearings and / or one or both are designed such that a total stiffness of the bearing section of the central bearing with respect to the base device, the second car body and / or the support sections of the base bearings in the transverse direction is at least 300 N / mm, in particular at least 400 N / mm, preferably at least 480 N / mm and a maximum of 700 N / mm, in particular a maximum of 600 N / mm, preferably a maximum of 520 N / mm.

[0029] In this way, for the first time, it is possible to effectively compensate for the rolling movements of the car bodies relative to one another using the articulated device. This prevents the rolling movement of one car body from being transmitted to the other car body via the articulated device, which would otherwise lead to undesirable transverse forces. This ensures appropriate decoupling of the car bodies in the transverse direction, with targeted selection and / or adjustability of the overall stiffness between the cars helping to prevent the harmful transmission of a rolling movement from one car body to another. At the same time, it can be ensured that the overall stiffness of the articulated device in the longitudinal direction is many times higher than the resulting overall stiffness at the central bearing in the transverse direction.

[0030] Independently or in addition to one or more of the previously discussed embodiments, the articulated device, in particular at least one leg, the legs, the central bearing, the base device, at least one base bearing, and / or the base bearings, can be designed or configured such that, when a leg is mounted, an effective link length between the central bearing and the base distance and / or an effective leg length can be adjusted. For example, it is conceivable that a support section can be mounted on the car body with an adjustable distance, wherein, in particular, the base device carrying the support section and / or an adjustment device on a leg can enable a varying mounting distance.In this way, it is possible for the first time to adjust the geometry of the wishbone between the car bodies, for example to compensate for manufacturing tolerances of the car bodies and / or to adjust the overall stiffness of the wishbone at the bearing section of the central bearing with respect to the second car body.

[0031] According to one embodiment of an adjustable joint device, at least one leg, preferably both legs, has an adjustment device with threaded means for adjusting the handlebar length. The threaded means can be aligned in the leg direction so that a distance between the ends of a leg can be changed by rotating an adjustment element. Furthermore, securing elements, for example, suitable lock nuts, can be provided to prevent undesired changes to the adjustment device.

[0032] According to a further embodiment, both legs of the joint device are of equal length, preferably identical, especially when the adjustment device is set to the same length. Thus, the wishbone has the basic shape of an isosceles triangle, which ensures symmetrical distribution of forces and other application characteristics. This simplifies design and assembly.

[0033] In an extension of the basic principle, it is proposed to provide a base adjustment device for adjusting the base distance. This allows the overall rigidity of the bearing section of the central bearing to be influenced in the transverse direction via the base distance and / or to compensate for manufacturing tolerances of the corresponding car body and / or the base device.

[0034] Furthermore, it is conceivable that the base adjustment device is arranged on the base device and provides mounting points spaced differently in the transverse direction for a support section of a base bearing. According to one embodiment, at least one transversely aligned elongated hole could be provided in the structure of the car body, in the base device itself, and / or in the support section of a base bearing, so that at least one base bearing can be attached to the car body in different positions.

[0035] In accordance with a further embodiment, it is proposed that the central bearing and flexible support means of the central bearing are designed such that an internal stiffness of the central bearing in a first direction, in particular in the transverse direction, at least in a quasi-linear stiffness range, for example 2 / 3 of a total play, is at least 2 kN / mm, in particular at least 3 kN / mm, preferably at least 4 kN / mm and a maximum of 7 kN / mm, in particular a maximum of 6 kN / mm, preferably a maximum of 5 kN / mm.

[0036] In particular, the internal stiffness of the central bearing in the transverse direction can be equal to the internal stiffness of a base bearing in the leg direction. This can reduce the complexity of the joint device design and procurement costs.

[0037] According to one embodiment, the central bearing is designed such that an internal stiffness of the central bearing, at least in the second direction or in the longitudinal direction, at least in a quasi-linear stiffness range, is at least 12 kN / mm, in particular at least 15 kN / mm, preferably at least 17 kN / mm. In particular, an internal stiffness of the central bearing is [unclear] In this way, in particular in combination with one or more of the preceding embodiments, it is achieved that the car bodies are sufficiently rigidly connected in the longitudinal direction and relative movements in the longitudinal direction, in particular in contrast to relative movements in the transverse direction or a rolling movement, are not permitted.

[0038] According to one embodiment, the central bearing is designed similarly to a ball-and-socket bearing. In contrast to an exemplary pin-and-sleeve design of the base bearing, a ball-and-socket bearing, particularly designed as a flexible fixed bearing, allows for greater flexibility in two dimensions, particularly with higher resistance. This advantageously results in different positions of the car bodies around a transverse axis—for example, when the articulated vehicle travels over a hilltop or through a hollow—being accommodated and tolerated by the central bearing in a targeted manner. Accordingly, the bearings of the articulated device can be dimensioned according to the load.

[0039] According to one embodiment, at least one bearing of the articulated device, in particular a base bearing or both base bearings, is designed such that an internal stiffness in the first direction differs from an internal stiffness in a second direction. In particular, an internal stiffness in the transverse direction is smaller than an internal stiffness in the longitudinal direction. This measure serves to prevent, as far as possible, relative movement of car bodies in the longitudinal direction, in contrast to a rolling movement.

[0040] According to the invention, at least one base bearing, preferably both base bearings, is provided with internal play. According to one embodiment, the central bearing is also provided with internal play. This means that a relative movement between the bearing partners is enabled, in particular by overcoming a resistance force provided by flexible support means. In particular, the play is limited by the interaction of a stop on the bearing section and a stop on the support section.

[0041] According to a specific embodiment, such a clearance can be at least 0.5 mm, in particular at least 1 mm, preferably at least 1.5 mm, and a maximum of 6 mm, in particular a maximum of 5 mm, preferably a maximum of 4 mm. Corresponding studies have shown that such a clearance allows for optimal relative rolling movement between the car bodies.

[0042] According to the invention, a base bearing, in particular both base bearings, are designed such that a first play in the first direction or in the transverse direction and a second play oriented in the second direction or in the longitudinal direction have different amounts. According to an additional embodiment, the central bearing is also designed such that a first play in the first direction or in the transverse direction and a second play oriented in the second direction or in the longitudinal direction have different amounts. This has the consequence that a relative movement of the car bodies in the longitudinal direction is permitted and limited differently than a relative rolling movement in the transverse direction.

[0043] For example, the first clearance can be at least 0.5 mm, in particular at least 1 mm, preferably at least 1.5 mm, and at most 6 mm, in particular at most 5 mm, preferably at most 4 mm.

[0044] It is also conceivable that the second clearance is at least 0.75 mm, in particular at least 1 mm, preferably at least 1.25 mm, and at most 2.25 mm, in particular at most 2 mm, preferably at most 1.75 mm.

[0045] According to one embodiment, the articulated vehicle and / or the articulated device, in particular the wishbone connection, the base bearings and the central bearing, are designed such that the articulated device between the car bodies in the longitudinal direction has a total play of at least 1.5 mm, in particular at least 2 mm, preferably at least 2.5 mm, and a maximum of 4.5 mm, in particular a maximum of 4 mm, preferably a maximum of 3.5 mm.

[0046] The total play can, for example, result from an addition of the play of a base bearing and the central bearing in the longitudinal direction, whereby possible undesirable additional plays, for example those introduced by fastening devices on the car bodies, are not taken into account here.

[0047] It is also conceivable that both base camps are constructed identically, particularly in order to reduce manufacturing and procurement costs.

[0048] According to one embodiment, the articulated vehicle is designed such that an articulated device according to one or more of the preceding embodiments is arranged in an upper region, in particular in a roof region, of the car body of the articulated vehicle. In particular, the roof region can amount to approximately 20% of the total height of a car body—based on a maximum height.

[0049] According to a further embodiment, the car bodies of the articulated vehicle can be connected to one another in an underbody region by means of a lower connecting joint device, wherein the underbody region can amount to 20% of the total height of the car body. Such a connecting joint device is designed differently from the joint device according to one of the preceding claims and primarily serves to transmit tensile and compressive forces between the car bodies. In particular, there is no provision for compensating relative rolling movements or transverse movements between the car bodies by means of the connecting joint device.

[0050] According to one embodiment, the articulated vehicle can be equipped with at least one pitch bearing device, particularly if the articulated vehicle is composed of more than three car bodies. Such a pitch bearing device serves to compensate for relative tilting movements of the car bodies relative to one another around a transverse axis and is preferably arranged in a roof area.

[0051] The embodiments described above can be combined with one another in any way, but in particular in a meaningful way from the point of view of the person skilled in the art, for example by designing a connection in the roof area between two car bodies with an articulated vehicle having more than two car bodies with an articulated device according to one or more of the above embodiments, and by implementing another connection in the roof area between two car bodies with the aid of a pitch bearing device. Short description of the characters

[0052] The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and are not necessarily to scale.

[0053] The same reference numerals indicate similar parts. Fig. 1 shows an articulated vehicle 100 consisting of several car bodies 104, 105, Fig. 2 is a schematic representation of a connection of the car bodies 104, 105 according to Fig. 1 by means of a joint device 1, Fig. 3 shows schematically a possible dynamic behavior of the car bodies 104, 105 according to Fig. 1 , Fig. 4 is a schematic representation of the joint device 1 according to Fig. 2 and 3 , Fig. 5 shows a vertical section through a base bearing 20 of the joint device according to Fig. 4 , Fig. 6 is a horizontal section AA through the base camp 20 according to Fig. 5, and Fig. 7 illustrates the stiffness curve of a base bearing 20 in the leg direction 3 in the longitudinal direction 101. Examples of implementation

[0054] To clarify the overall context, Fig. 1 An exemplary articulated vehicle 100 is shown. As shown, this comprises five car bodies in the sequence 104-105-104-105-104. Another articulated vehicle 200 is connected to the articulated vehicle 100 by means of a coupling device 107, so that both articulated vehicles 100 and 200 form a train. In the present exemplary embodiment, this train is designed as a tram guided on rails 111. The preceding and following embodiments can be applied to other articulated vehicles, such as articulated buses, with appropriate adaptation.

[0055] The car bodies 104 of the articulated vehicle 100 are each equipped with a bogie 112 and support the car bodies 105 arranged therebetween. For this purpose, connecting joint devices 108 connecting the car bodies 104 and 105 are provided in an underbody area 109. These transfer the weight of the supported car bodies 105 to the car bodies 104 and, via the bogies 112, into the rail 111. Furthermore, the connecting joint devices 108 fulfill the task of at least partially transmitting tensile and shear forces between the car bodies 104 and 105.

[0056] The articulated vehicle 100 is located in Fig. 1 in a proper position. The articulated vehicle 100 is essentially aligned horizontally on horizontally extending rails 111. Accordingly, a longitudinal direction 101, a transverse direction 102, and a vertical direction 103 of the articulated vehicle 100 are defined.

[0057] In the roof area 110 of the articulated vehicle 100, articulation devices 1 and a pitch bearing device 113 are arranged for establishing a connection between the car bodies 104 and 105. In contrast to the articulation devices 1, the pitch bearing device 113 is capable of compensating for a relative movement of the car bodies 104 and 105 in the longitudinal direction 101. Such a relative movement occurs, for example, as compression or extension when the articulated vehicle travels through a trough or over a rise.

[0058] Using the schematic Fig. 2 and 4The basic design of the articulated device 1 and the articulated vehicle 100 is explained in more detail. It can be seen how the car bodies 105 and 104 are connected in the underbody area 109 by means of the coupling device 107. In a roof area 110, an articulated device 1 is arranged between the car bodies 104, 105. The articulated device has at least one central bearing 10 and two base bearings 20. All of these bearings, or just the base bearings 20, can be designed as flexible fixed bearings, i.e., as rotational bearings with resistance-dependent rotation capability, with a rotation axis oriented substantially in the vertical direction 103.

[0059] The base bearing 20 has a bolt-like bearing section 21, which is surrounded by flexible support means 23. A support section 22 of the base bearing 20 encompasses the support means 23 and the bearing section 21 (see also Fig. 5). Each bearing section 21 of a base bearing 20 is connected to the central bearing 10 by a leg 2. Accordingly, the legs 2 are joined at the central bearing 10, for example, by the legs 2 both engaging axially on the same pivot axis 13 of a bolt-like bearing section 11 of the central bearing 10, slightly offset or encompassing one another. The pivot axis 13 of the central bearing 10 is essentially identical to a vertical pivot axis of the connecting joint device 108 when the car bodies 104, 105 are not pivoted relative to one another.

[0060] Furthermore, the base bearings 20 are arranged on the car body 104 via the support sections 22, indirectly via a base device 30, or directly (not shown) directly on the car body 104. In the latter case, the support sections 22 of the base bearings 20 can be attached directly to the structure of the car body 104, so that the base device is not designed as a separate object, but is functionally integrated into the structure of the car body 104.

[0061] The base bearings 20 are preferably provided symmetrically with respect to a longitudinal axis of the car body 104 and form a base distance 31 in the transverse direction 102. This describes a distance between the force centers of the base bearings 20.

[0062] The base distance 31 is adjustable at least during assembly of the articulated device 1 on the car body 104, for example by the base device 30 providing fastening means 33 which enable a variable arrangement of a support section 22 in the transverse direction 102 on the car body 104.

[0063] The central bearing 10 is fastened to the car body 105 by means of a support device 9, so that the articulated device 1 forms a triangular link connection 7 between the support device 9 and the base device 30.

[0064] Furthermore, the legs 2 are equipped with an adjustment device 6, by means of which a leg length 4 of a leg 2 can be varied. In this way, it is possible to compensate for manufacturing tolerances of the bearings 10 and 20, the base device 30, the support device 9 and / or the car bodies 104 and 105.

[0065] Furthermore, an effective link length 8 of the wishbone connection 7 can be influenced by varying the base distance 31 and / or the leg length 4. In this way, tolerances in the connection of the car bodies 104 and 105 in the longitudinal direction 101 can be compensated.

[0066] Fig. 5 shows a cross-section through a base bearing 20. A bolt-shaped bearing section 21 is frictionally connected to a receptacle 5 of the leg 2, for example by pressing. Furthermore, flexible support means 23 are provided between an annular support section 22, wherein pivoting of the bearing section 21 and the support section 22 is possible to a limited extent by deformation of the support means 23, for which purpose they are provided, for example, pressed between the bearing section 21 and the support section 22.

[0067] The support section 22 is fastened to the base device 30 or to the car body 104 by means of fastening means 33.

[0068] Out of Fig. 5 and Fig. 6 It can be seen that a first clearance 24 aligned in the transverse direction 102 and a second clearance 25 aligned in the longitudinal direction 101 are established between the bearing section 21 and the support section 22.

[0069] According to the invention, the base camp 20 is as in Fig. 6 shown, it is designed such that the clearance 24 in the transverse direction 102 is greater than the clearance 25 in the longitudinal direction 101. This is achieved by an incongruity in the shape of a cam 26 and a stop 27. In the present invention, the cam 26 is firmly connected to the bearing section 21 and has an oval shape in the horizontal direction. The difference between the first clearance 24 and the second clearance 25 is determined by the interaction with a round stop 27 of the support section 22.

[0070] A relative movement within the first clearance 24 and / or the second clearance 25 between the bearing section 21 and the support section 22 can only occur if a resistance force caused by the support means 23 is overcome. Accordingly, the base bearing 20 has an internal stiffness for relative movements. Fig. 7 shows a force-displacement curve, in other words the stiffness, of the base bearing 20 in the transverse direction 102. A displacement between the bearing section 21 and the support section 22 in the transverse direction 102 is only possible within the first play 24 or in the longitudinal direction 101 within the second play 25.

[0071] The support means 23 are designed in such a way that in the first 2 / 3 of the first play 24 there is a quasi-linear progression of the stiffness, whereas in the last third the stiffness increases until the stop 27 is reached.

[0072] Out of Fig. 7It can be seen that the support means 23 are designed in such a way that the rigidity when overcoming the second play 25 in the longitudinal direction 101 is significantly higher than when overcoming the first play 24 in the transverse direction 102.

[0073] In conjunction with Fig. 4 It becomes apparent that the present construction enables a total stiffness between the first car body 104 and the second car body 105 in the longitudinal direction 101 to be significantly higher than a total stiffness at the central bearing 10 in the transverse direction 102. An internal stiffness at a base bearing 20 in the longitudinal direction 101 is translated into a total stiffness of the bearing section 11 of the central bearing 10 in the transverse direction 102 via the ratio of the effective link length 8 of the wishbone connection 7 to the base distance 31, and in particular is significantly reduced.

[0074] The also schematic Fig. 3shows a rolling motion 106 of the car body 105 relative to the car body 104. The rolling motion 106 can be compensated relatively well due to the relatively low overall stiffness of the central bearing 10, thereby preventing the rolling motion 106 from introducing excessive forces into the structure of the car bodies 104 and 105. At the same time, a relatively high stiffness in the longitudinal direction 101 is maintained.

[0075] Although specific embodiments have been illustrated and described herein, it is within the scope of the present invention to suitably modify the embodiments shown without departing from the scope of the present invention as defined by the following claims, in which context it is conceivable, for example, that not only the base bearings 20 according to Fig. 5 and / or Fig. 6 are designed, but such a design is also provided for the central warehouse 10. List of reference symbols

[0076] 1Articulated device 2Leg 3Leg direction 4Leg length 5Receiver 6Adjustment device 7A-arm connection 8Arm length 9Support device 10Central bearing 11Bearing section 12Support section 13Pivot axis 20Base bearing 21Bearing section 22Support section 23Flexible support means 24First play 25Second play 26Cam 27Stop 28Quasi-linear range 29Progressive range 30Base device 31Base distance 32Base adjustment device 33Fasteners 100Articulated vehicle 101Longitudinal direction 102Transverse direction 103Vertical direction 104First car body 105Second car body 106Rolling movement 107Coupling device 108Connecting joint device 109Underbody area 110Roof area 111Rail 112Bogie 113Pitch bearing device 200Articulated vehicle

Claims

1. Articulation device (1) for flexibly connecting a first car body (104) and a second car body (105) of an articulated vehicle (100), comprising - a central bearing (10) with a bearing portion (11) and a support portion (12) attachable to the first car body (104), - two base bearings (20), each with a bearing portion (21) and a support portion (22), wherein the base bearings (20) are each configured to be fastened to the second car body (105) by means of the support portion (22) in a first direction via a base arrangement (30) with a base distance (31) spaced apart from one another, and - two legs (2), each configured to generate a mechanical wishbone connection between the bearing portion (11) of the central bearing (10) and the bearing portions (21) of the base bearings (20), characterised in that - at least one base bearing (20) or the base bearings (20) comprise flexible support means such that an internal stiffness of a base bearing (20) in at least one leg direction (3) of the leg (2) associated with the base bearing (20) is, at least in a quasi-linear stiffness range (28), at least 2 kN / mm, in particular at least 3 kN / mm, preferably at least 4 kN / mm and at most 7 kN / mm, in particular at most 6 kN / mm, preferably at most 5 kN / mm, - and / or wherein at least one base bearing (20) or the base bearings (20) comprise flexible support means, each arranged between the bearing portion (21) and the support portion (22), in such a way, and a leg length (4) of at least one leg (2) or both legs (2) is configured such that an internal stiffness of one base bearing (20) in at least one leg direction (3) of the leg (2) associated with the base bearing (20) is, at least in a quasi-linear stiffness range (28), at least 4 N / mm, in particular at least 6 N / mm, preferably 8 N / mm, per millimeter leg length (4), and at most 20 N / mm, in particular 18 N / mm, preferably 16 N / mm, per millimeter leg length (4), - wherein the bearing portion (21) of at least one base bearing (20) or the base bearings (20) is firmly connected to a cam (26), wherein the cam (26) has an oval shape in the horizontal direction, wherein the support portion (22) of the at least one base bearing (20) or the base bearings (20) has a round stop (27), so that, due to the interaction of the round stop (27) of the support portion (22) and the oval cam (26) of the bearing portion, a clearance (24) in the transverse direction (102) is greater than a clearance (25) in the longitudinal direction.

2. Articulation device (1) for flexibly connecting a first car body (104) and a second car body (105) of an articulated vehicle (100), comprising - a central bearing (10) with a bearing portion (11) and a support portion (12) attachable to the first car body (104), - two base bearings (20), each with a bearing portion (21) and a support portion (22), - a base arrangement (30), wherein the base bearings (20) are each arranged spaced apart from each other by means of the support portion (22) in a first direction on the base arrangement (30) with a base distance (31) and are configured to be fastened to the second car body (105), - two legs (2), each configured to generate a mechanical wishbone connection between the bearing portion (11) of the central bearing (10) and the bearing portions (21) of the base bearings (20), characterised in that - the base distance (31), an effective wishbone length (8) between central bearing (10) and the base bearing (20) along the longitudinal direction (101), and / or support means of one or more bearings (10, 20) are selected such that a total stiffness between the bearing portion (11) of the central bearing (10) and a support portion (22) of a base bearing in the transverse direction (102) is at most 30%, in particular at most 20%, preferably at most 12%, of an internal stiffness of one of the base bearings (20) and / or at least 300 N / mm, in particular at least 400 N / mm, preferably at least 480 N / mm and at most 700 N / mm, in particular at most 600 N / mm, preferably at most 520 N / mm, - and / or wherein a ratio of wishbone length (8) to base distance (31) is at least 4:1, particularly at least 5:1, preferably at least 6:1, and at most 12:1, particularly at most 10:1, preferably at most 8:1, - wherein the bearing portion (21) of at least one base bearing (20) or the base bearings (20) is firmly connected to a cam (26), wherein the cam (26) has an oval shape in the horizontal direction, wherein the support portion (22) of the at least one base bearing (20) or the base bearings (20) has a round stop (27), so that, due to the interaction of the round stop (27) of the support portion (22) and the oval cam (26) of the bearing portion, a clearance (24) in the transverse direction (102) is greater than a clearance (25) in the longitudinal direction.

3. Articulation device (1) of claim 1 or 2, wherein at least one leg (2), the legs (2), the central bearing (10), at least one base bearing (20) and / or the base bearings (20) is / are configured such that, when a leg (2) is mounted, an effective wishbone length (8) between central bearing (10) and the base distance (31) and / or an effective leg length (4) is adjustable.

4. Articulation device (1) of claim 1 or 3, wherein a leg (2), in particular the legs (2), each has an adjusting device (6) with threading means aligned in a leg direction (5) of a respective leg (2) for adjusting the wishbone length (4).

5. Articulation device (1) of one of the preceding claims, wherein at least one base bearing (20) or the base bearings (20) are configured such that its or their internal stiffness in at least one leg direction (3) of the leg (2) associated with the base bearing (20) progressively increases from a certain relative displacement, in particular from 2 / 3 of a total clearance of a base bearing (20).

6. Articulation device (1) of one of the preceding claims, wherein the legs (2) are configured to be of equal length with respect to their leg lengths (4).

7. Articulation device (1) of one of the preceding claims, wherein base adjusting device (32) is provided such that a mounting position of a base bearing (20) at the second car body (105) in the transverse direction (102) and / or the base distance (31) is / are adjustable.

8. Articulation device (1) of one of the preceding claims, wherein the central bearing (10) comprises flexible support means arranged between the bearing portion (11) and the support portion (12) such that an internal stiffness of the central bearing (10) in at least the first direction, in particular in the transverse direction (102), is, in at least a quasi-linear stiffness range (28), at least 2 kN / mm, in particular at least 3 kN / mm, preferably at least 4 kN / mm, and at most 7 kN / mm, in particular at most 6 kN / mm, preferably at most 5 kN / mm.

9. Articulation device (1) of one of the preceding claims, wherein the central bearing (10) comprises flexible support means arranged between the bearing portion (11) and the support portion (12) such that an internal stiffness of the central bearing (10) in at least a second direction, in particular in longitudinal direction (101), is, in at least a quasi-linear stiffness range (28), at least 12 kN / mm, in particular at least 15 kN / mm, preferably at least 17 kN / mm.

10. Articulation device (1) of one of the preceding claims, wherein the central bearing (10) is configured as a ball joint bearing.

11. Articulation device (1) of one of the preceding claims, wherein at least one base bearing (20), in particular the base bearings (20), and / or the central bearing (10) are configured such that an internal stiffness of the respective bearing (10, 20) is, at least in a quasi-linear stiffness range (28), in the first direction, in particular in longitudinal direction (101) or in leg direction (3), different from an internal stiffness in the second direction, in particular in transverse direction (102).

12. Articulation device (1) of one of the preceding claims, wherein at least one base bearing (20), in particular the base bearings (20), and / or the central bearing (10) is / are configured such that bearing portion (11, 21) and support portion (12, 22) are movable with respect to each other within the scope of a clearance (24, 25), in particular by overcoming a resistance force provided by flexible support means, wherein the clearance (24, 25) is at least 0,5 mm, in particular at least 1 mm, preferably at least 1,5 mm, and at most 6 mm, in particular at most 5 mm, preferably at most 4 mm.

13. Articulation device (1) of claim 12, wherein the central bearing (10) is configured such - that a first clearance (24) in the first direction, in particular in transverse direction (102), and a second clearance (25) in the second direction, in particular in longitudinal direction (101), comprise different amounts, and / or wherein at least one base bearing (20), the base bearings (20), and / or the central bearing (10) is / are configured such - that a first clearance (24) in the first direction, in particular in transverse direction (102), is at least 0,5 mm, in particular at least 1 mm, preferably at least 1,5 mm, and at most 6 mm, in particular at most 5 mm, preferably at most 4 mm, and / or - that a second clearance (25) in the second direction, in particular in longitudinal direction (101), is at least 0,75 mm, in particular at least 1 mm, preferably at least 1,25 mm, and at most 2,25 mm, in particular at most 2 mm, preferably at most 1,75 mm.

14. An articulated vehicle (100) with a first car body (104), a second car body (105) and an articulation device (1) according to one of the preceding claims flexibly connecting the car bodies (104, 105).

15. Articulated vehicle (100) of claim 14, wherein the wishbone connection, the base bearings (20) and the central bearing (10) are configured such that the articulation device (1) between the car bodies (104, 105) in longitudinal direction (101) has a total clearance of at least 1,25 mm, in particular at least 1,5 mm, preferably at least 2 mm, and at most 8,25 mm, in particular at most 6 mm, preferably at most 4,75 mm.