Swivel joint for a Jakobs turntable and rail vehicle with one swivel joint

Description

[0001] The invention relates to a pivot joint for a Jacobs bogie and to a rail vehicle equipped with such a pivot joint. Such pivot joints are known, for example, from documents DE202018104702U1 and DE20117712U1.

[0002] In a Jacobs bogie, two consecutive car bodies of a rail vehicle rest on a common bogie. Using Jacobs bogies reduces the number of bogies required compared to when each car rests on two bogies. The car bodies connected by a Jacobs bogie are typically permanently coupled.

[0003] Swivel joints are known in which a ball joint is formed between the joint brackets. Such a swivel joint has the disadvantage that shocks between adjacent car bodies can be transmitted without damping.

[0004] There are also pivot joints where the car bodies are connected via rubber bearings. The elastic material of the rubber bearing dampens impacts between adjacent car bodies. Relative movements between the car bodies in such a pivot joint cause the elastic material of the rubber bearing to deform, so that the rubber bearing develops a restoring force that counteracts the movement of the car bodies. The freedom of movement of such a pivot joint is limited. If the pivot joint moves beyond a predetermined limit, for example, because the rail vehicle is traveling around a curve that is too tight, the material of the rubber bearing can be damaged.

[0005] The invention is based on the objective of presenting a swivel joint and a rail vehicle with which these disadvantages are avoided. This objective is achieved by the features of the independent claims. Advantageous embodiments are specified in the dependent claims.

[0006] The pivot joint according to the invention for a Jacobs bogie has a first joint bracket and a second joint bracket, as well as a first bearing component and a second bearing component. The first bearing component is connected to the first joint bracket. The second bearing component is connected to the second joint bracket. The first bearing component forms a bearing pair with the second bearing component. A rubber bearing is formed between the first bearing component and the first joint bracket.

[0007] The rotary joint according to the invention is based on the concept of functionally separating rotational movements and damping. The two bearing components, acting together as a bearing pair, provide a conventional rotary bearing in which the bearing components can move relative to each other without high friction or significant restoring forces. Shocks can be dampened by the rubber bearing arranged between the first bearing component and the first joint bracket. The rubber bearing is not subjected to any load during movements that occur between the bearing components. In other words, the joint bearing absorbs rotational movements about the joint center point through a relative movement between the first and second bearing components. Other movements between the joint brackets, particularly translational movements, are absorbed through a relative movement between the first bearing component and the first joint bracket.A relative movement between the first bearing component and the first joint bracket leads to a deformation of the rubber bearing, which is accompanied by both a restoring force and damping. The swivel joint is designed to accommodate translational movements in any direction within the rubber bearing.

[0008] The first articulated bracket can be designed to form a rigid connection with the frame of a first car body. The second articulated bracket can be designed to form a rigid connection with the frame of a second car body. Movements of the car bodies relative to each other are then directly transmitted as movement between the bearing components.

[0009] The first bearing component can be a bearing shell of a ball joint. The second bearing component can be a spherical segment-shaped bearing component that fits the bearing shell. The reverse configuration is also possible, where the first bearing component is a spherical segment-shaped bearing component and the second bearing component is a bearing shell. The first and second bearing components can act together as a plain bearing. With such bearing components, the degrees of freedom of a ball joint can be provided. The first and second bearing components can therefore be rotated or pivoted relative to each other in all directions. Translational movements between the bearing components, however, are not possible.

[0010] Such a bearing is suitable for absorbing the rotational, pitching, and rolling movements that occur during the operation of a rail vehicle. Rotational movement is defined as a movement that takes place between two car bodies when the vehicle travels around a curve on level ground. Pitching occurs when the vehicle travels over a crest or through a dip. In rolling, the car bodies twist relative to each other about a horizontal longitudinal axis. The pivot joint according to the invention forms the central pivot point for these movements. All these movements are possible without deformation of the rubber bearing. Conversely, rotational, pitching, and rolling movements would still be possible if the rubber bearing were replaced by a rigid component.

[0011] A rubber bearing is a bearing in which forces between a first and a second bearing surface are transmitted via an elastic material. This elastic material can be, in particular, a rubber material vulcanized to both the first and second bearing surfaces. The first and second bearing surfaces can be spaced apart and held at this distance by the elastic material. The elastic material can form a ring between the first and second bearing surfaces. Because the rubber bearing is designed as a ring, translational movements in any direction within the bearing can be accommodated.

[0012] The first mounting surface of the rubber bearing can be rigidly positioned relative to the first bearing component. The second mounting surface of the rubber bearing can also be rigidly positioned relative to the first joint bracket. The space between the first and second mounting surfaces can be filled with elastic material. The rubber bearing allows the first mounting surface to move relative to the second mounting surface under suitable forces, with elastic deformation of the material. By positioning the rubber bearing between the first bearing component and the first joint bracket, a force flow is created that extends from the first joint bracket, through the rubber bearing, the first bearing component, and the second bearing component, to the second joint bracket.

[0013] If the car bodies involved move relative to each other in a manner that does not correspond to the degrees of freedom of the bearing formed by the bearing components, these movements can be absorbed by deformation of the elastic material of the rubber bearing. For example, a longitudinal impact between the two car bodies can be dampened by deformation of the elastic material.

[0014] It is possible to vulcanize the elastic material of the rubber bearing directly to a receiving surface of the first bearing component and / or a receiving surface of the first joint bracket. In one embodiment, the rubber bearing is designed as a metal-rubber bearing. The metal-rubber bearing can have an outer sleeve and an inner sleeve, between which the elastic material is arranged. The outer sleeve and / or the inner sleeve can be made of metal. In one embodiment, the metal-rubber bearing includes one or more intermediate sleeves arranged between the outer sleeve and the inner sleeve. In this way, several radially staggered spaces can be created in the metal-rubber bearing. The elastic material can be arranged in each of the intermediate spaces.

[0015] The metal-rubber bearing can be segmented. In particular, the outer sleeve and the inner sleeve can be made in two parts, resulting in a two-part rubber bearing. The two parts of the rubber bearing can be arranged between the first joint bracket and the first bearing component in such a way that the rubber bearing forms a closed ring between the first joint bracket and the first bearing component.

[0016] The rubber bearing can be dimensioned to match the first bearing component so that, without the influence of external forces, the rubber bearing exerts no pressure on the first bearing component. In one embodiment, the rubber bearing is undersized relative to the first bearing component. If the first bearing component is pressed towards the second bearing component by the rubber bearing, any wear occurring between the first and second bearing components can be automatically compensated for.

[0017] The first joint bracket can include a bracket projection in which the rubber bearing is arranged. The second joint bracket can include a first fork projection and a second fork projection that enclose the bracket projection of the first joint bracket between them. The second bearing component can include a bearing journal by which the second bearing component is connected to the second joint bracket. In one embodiment, the second bearing component includes a first bearing journal and a second bearing journal that enclose the second bearing component between them. The bearing journals can be coaxial with each other. The second joint bracket can form a fork-shaped receptacle within which the second bearing component is received. The first bearing journal and the second bearing journal can be held in the first and second fork projections of the second joint bracket.

[0018] In the normal state of the rail vehicle, where the car bodies are positioned directly behind one another on a flat surface, the bearing journals can be aligned parallel, and in particular coaxially, to a central axis of the first bearing component. The bearing journals can be horizontally aligned, so that a pitching movement of the car bodies causes a pivoting movement about the axis of the bearing journals. In other embodiments, the bearing journals can be vertically aligned, so that a rotational movement of the car bodies causes a pivoting movement about the axis of the bearing journals.

[0019] The pivot joint can be designed to transmit longitudinally acting forces to a chassis. For this purpose, the pivot joint can have a kingpin designed to engage with the chassis. The kingpin can be positioned lower than the bearing components. In the normal state of the rail vehicle, the kingpin can be oriented vertically. The chassis can have a receptacle into which the kingpin engages, allowing forces acting perpendicular to the axis of the kingpin to be transmitted to the chassis. The kingpin can form part of the second joint bracket. If the second joint bracket has a fork-shaped design, the kingpin can connect to both prongs of the fork.

[0020] The invention also relates to a rail vehicle comprising a first car body and a second car body. A chassis in the form of a Jacobs bogie can be arranged between the first and second car bodies. A pivot joint according to the invention can form the connection between the first and second car bodies. Each of the car bodies can rest on a further chassis, the further chassis being arranged adjacent to the other end of each car body. The further chassis can also be a Jacobs bogie or a chassis exclusively assigned to the respective car body.

[0021] The first articulated bracket can be rigidly connected to the frame of the first car body. The second articulated bracket can be rigidly connected to the frame of the second car body.

[0022] To transfer vertical loads between the first car body and the chassis, a separate vertical support can be provided between the first car body and the chassis, independent of the pivot joint. This vertical support can be designed as a spring element, preventing undamped transmission of vertical shocks from the chassis to the first car body. The spring element can be an air spring. Since the pivot joint forms the fulcrum for movement between the car bodies, horizontal displacements can occur in the area of ​​the vertical support. Therefore, the vertical support is preferably designed so that its upper end can be displaced horizontally relative to its lower end. The range of movement in the horizontal direction can extend over at least 5 cm, preferably at least 10 cm.The rail vehicle can have multiple vertical supports arranged between the first car body and the chassis. A vertical support with the same characteristics can be provided between the second car body and the chassis.

[0023] The chassis can include a receptacle for a kingpin of the pivot joint, so that forces acting in the longitudinal direction of the rail vehicle are transmitted between the kingpin and the receptacle. The kingpin can be rotatable within the receptacle about a horizontal axis.

[0024] The invention is described below by way of example with reference to the accompanying drawings and advantageous embodiments. The drawings show: Fig. 1: a rail vehicle according to the invention; Fig. 2: the Jacobs bogie of the rail vehicle made of Fig. 1 in enlarged view; Fig. 3: a swivel joint according to the invention in perspective view; Fig. 4: the bearing arrangement of the swivel joint made of Fig. 3 in enlarged view; Fig. 5: the bearing arrangement made of Fig. 4 in a section; Fig. 6: the section from Fig. 5 from a different perspective; Fig. 7: the pivot joint made of Fig. 3 in a sectional view;

[0025] In Fig. 1 Figure 1 shows a rail vehicle according to the invention in the form of a passenger train, designed for transporting passengers. The rail vehicle comprises a first car body 14 and a second car body 15, between which a passenger gangway 16 is formed, allowing passengers to move between the first car body 14 and the second car body 15 while the train is in motion. The passenger gangway is surrounded by a bellows, which protects the passengers from environmental influences.

[0026] The two car bodies 14, 15 rest on three bogies 18, 19, 20. The bogies 18, 19, 20 are bogies rotatably mounted relative to the car bodies 14, 15. The central bogie 19, on which both car bodies 14, 15 rest, is a Jacobs bogie. The two other bogies 18, 20 each support only one of the two car bodies 14, 15. The car bodies 14, 15 are permanently connected to each other via a pivot joint 17 according to the invention. After separation of the pivot joint 17, not all car bodies 14, 15 are capable of rolling independently.

[0027] According to Fig. 2 The chassis 19 has two axles with wheels 20, 21 arranged one behind the other in the longitudinal direction of the rail vehicle. The pivot joint 17, which forms the pivot point for movements between the car bodies 14, 15, is located between the two axles with respect to the longitudinal direction of the rail vehicle. The first car body 14 is supported on the chassis 19 by a vertical support in the form of an air spring element 22 (shown schematically). The air spring element 22 absorbs shocks in the vertical direction. The air spring element 22 allows displacements in the horizontal direction that occur between the first car body 14 and the chassis 19 when the rail vehicle travels around a curve. The second car body 15 is supported on the chassis 19 by a corresponding air spring element 23.

[0028] As the enlarged view in Fig. 3 As shown, the pivot joint 17 comprises a first joint bracket 24 and a second joint bracket 25. The first joint bracket 24 is attached to a frame of the first car body 14 by means of screws 29. The second joint bracket 25 is attached to a frame of the second car body 15 by means of screws 29. Relative movements between the first car body 14 and the second car body 15 are accommodated by a bearing arrangement 32 formed between the joint brackets 24 and 25, which defines the pivot point of the movements.

[0029] The second joint bracket 25 comprises two fork projections 26, 27 that enclose the bearing assembly 32 between them. The first joint bracket 24 has a central bracket projection 28 that extends between the fork projections 26, 27 and holds the bearing assembly 32. The bracket projection 28 surrounds a housing 35 of the bearing assembly 32, thus holding the bearing assembly 32 in a fixed position relative to the first joint bracket 24. Two bearing journals 33, 34 of the bearing assembly 32 are held in the fork projections 26, 27.

[0030] A ball joint is formed between the first joint bracket 24 and the second joint bracket 25. The ball joint consists of a spherical segment 30 arranged between the bearing journals 33, 34 and a bearing shell 31 connected to the central bracket projection 28 and matching the spherical segment. The bearing shell 31 forms a first bearing component and the spherical segment 30 forms a second bearing component according to the invention. The spherical bearing component 30 and the bearing shell 31 form a bearing pair of a sliding bearing. The spherical bearing component 30 can be rotated in all directions relative to the bearing shell 31. Translational movements between the bearing components 30, 31 are excluded. The bearing components 30, 31 define the pivot point for rotational, pitching, and rolling movements between the car bodies 14, 15.

[0031] The bearing arrangement 32 further comprises a rubber bearing 36 arranged between the central console projection 28 and the bearing shell 31. The rubber bearing 36 is formed by a rubber material that is vulcanized between the outside of the bearing shell 31 and an inner surface of the central console projection 28, thus forming an elastomeric plastic that acts as the elastic material of the rubber bearing 36.

[0032] According to Fig. 5, 6 The rubber bearing 36 is designed as a separate metal-rubber bearing, in which the elastic material of the rubber bearing 36 is inserted between an inner sleeve 37 and an outer sleeve 38. The outer sleeve 38 simultaneously forms the housing 35 of the bearing assembly. The inner sleeve 37 sits in a groove formed on the outside of the bearing shell 31, so that the inner sleeve 37 cannot be displaced axially.

[0033] The metal-rubber bearing consists of a first half-shell 39 and a second half-shell 40, which are separately brought to the bearing shell 31 from the outside and assembled to form a closed ring. The dividing point between the two half-shells 39, 40 is oriented such that it does not coincide with any of the main load directions of the swivel joint 17. The bearing shell 31 can also be composed of two half-shells, which are separately brought to the spherical bearing segment 30 and assembled to form a closed ring. The dividing point of the bearing shell 31 is preferably oriented such that it does not coincide with the dividing point of the metal-rubber bearing and also does not coincide with any of the main load directions of the swivel joint 17.

[0034] In the sectional view of the Fig. 7A kingpin 41 can be seen projecting downwards from the second articulation bracket. In the assembled state of the pivot joint, the kingpin 41 is received in a receptacle of the chassis 19, so that forces acting in the longitudinal direction of the rail vehicle are transmitted between the kingpin 41 and the receptacle of the chassis 19.

[0035] The bearing shell 31 of the bearing assembly 32 consists of two half-shells 39, 40, which are undersized compared to the spherical bearing component 30. After the half-shells 39, 40 are fitted to the spherical bearing component 30, a gap remains between the two half-shells 39, 40. Similarly, the inner sleeve 37 of the metal-rubber bearing is undersized compared to the outer surface of the bearing shell 31, so that after the half-shells are fitted, a gap remains between the two halves of the inner sleeve 37. This makes it possible to compensate for wear caused by friction between the bearing components 30, 31. Under the pressure of the rubber bearing 36, the bearing shell 31 can be moved until the gap is closed.

Claims

1. Swivel joint for a Jacobs bogie, with a first joint bracket (24) and a second joint bracket (25), with a first bearing component (31) and a second bearing component (30), wherein the first bearing component (31) is connected to the first joint bracket (24), wherein the second bearing component (30) is connected to the second joint bracket (25), wherein the first bearing component (31) forms a bearing pair with the second bearing component (30), characterized in that a rubber bearing (36) is formed between the first bearing component (31) and the first joint bracket (24).

2. Swivel joint according to Claim 1, wherein the first bearing component (31) is a bearing shell of a ball joint.

3. Swivel joint according to Claim 1 or 2, wherein the first bearing component (31) and the second bearing component (30) cooperate as plain bearings.

4. Swivel joint according to any one of Claims 1 to 3, wherein the rubber bearing (36) is formed as a metal-rubber bearing (39, 40).

5. Swivel joint according to Claim 4, wherein the metal-rubber bearing (39, 40) is segmented.

6. Swivel joint according to any one of Claims 1 to 5, wherein the rubber bearing (36) is undersized relative to the first bearing component (31).

7. Swivel joint according to any one of Claims 1 to 6, wherein the second joint bracket (25) comprises a first fork projection (26) and a second fork projection (27), and wherein a bracket projection (28) of the first joint bracket (24) is arranged between the first fork projection (26) and the second fork projection (27).

8. Swivel joint according to Claim 7, wherein the second bearing component (30) has a first bearing pin (33) and a second bearing pin (34) and wherein the first bearing pin (33) is held in the first fork projection (26) and the second bearing pin (34) is held in the second fork projection (27).

9. Swivel joint according to any one of Claims 1 to 8, wherein the swivel joint has a kingpin (41) designed to engage with the chassis (19).

10. Rail vehicle with a first railcar body (14) and a second railcar body (15), wherein the first railcar body (14) and the second railcar body (15) are connected to one another via a swivel joint (17) according to any one of Claims 1 to 9 and wherein the first railcar body (14) and the second railcar body (15) are supported on a common chassis (19).

11. Rail vehicle according to Claim 12, wherein the chassis (19) comprises a receptacle for a kingpin (41) of the swivel joint (17).