RAIL VEHICLE WITH A JOINT DEVICE

Description

[0001] The invention relates to a rail vehicle with at least a first car and a second car which are coupled to each other by means of a car articulation device, wherein the car articulation device has a variable resistance to rotation of the at least first car relative to the second car.

[0002] Rail vehicles are often subject to high demands regarding handling, safety, and ride comfort. Connections between individual cars within a rail vehicle influence its handling. For example, multi-articulated low-floor trams with long end car modules and bogies positioned at the rear of the end car modules due to wide doors in the front sections have car centers of gravity located forward of the bogie centers in the direction of travel. Because of these car centers of gravity, multi-articulated low-floor trams often exhibit curve negotiation behavior in which the end car modules initially veer towards the outside of the curve due to centrifugal forces when entering a curve. Then, as the bogies begin to follow the curve's contours, they are abruptly forced into the curve.

[0003] For example, DE 10 2007 004 522 A1 is known from the prior art, in which a rail vehicle designed as an articulated train is depicted. Articulated joints and damping devices are arranged between the individual cars of the rail vehicle. The damping devices provide speed-dependent damping of the pivoting movements of individual cars relative to each other, whereby a resistance force against the pivoting movements increases linearly with increasing pivoting speed and stiffens the articulated joints. This is intended to increase the derailment stability of the rail vehicle, particularly in the event of collisions.

[0004] The aforementioned approach, in its known form, has the disadvantage that it refers to extraordinary scenarios (collisions), whereby, for example, an increasing stiffness of carriage joints with increasing speed is not suitable for increasing the driving safety and driving comfort of the rail vehicle when entering curves.

[0005] Furthermore, DE 28 54 776 A1 discloses a rail vehicle with articulated car bodies, bogies, and an articulation control device. The articulation control device comprises a control unit, actuators designed as hydraulic piston-cylinder units, and position sensors. The actuators are controlled by the control unit, based on measurements from the position sensors, in such a way that the rotational and deflection movements of the car bodies and bogies are coordinated.

[0006] Furthermore, US Patent 4,421,339 A discloses an articulated bus in which a leading car is articulated to a trailer. The leading car is connected to the trailer via a pivot joint and two pairs of articulated arms, between which the pivot joint is arranged. A fluidic actuator with a cylinder and a piston is connected to each of the two arms of the two pairs of articulated arms connected to the leading car.

[0007] BRPI0804481A2 discloses a rail vehicle with at least two car bodies which are coupled to each other by means of a car articulation device, wherein the car articulation device has damping on both sides.

[0008] EP0774394A2 discloses a rail vehicle with at least a first car body and a second car body, which are coupled to each other by means of a car articulation device, wherein the articulation is released when a coupling limit force is exceeded. The invention is therefore based on the objective of providing a rail vehicle that is further developed compared to the prior art, whose car articulation device enables particularly high driving safety and a particularly high level of ride comfort, especially in connection with entering track curves.

[0009] According to the invention, this problem is solved with a rail vehicle according to claim 1, in which a first resistance torque gradient of the carriage articulation device at a first angular position of the at least first carriage relative to the second carriage in one direction of rotation is greater in magnitude than a second resistance torque gradient of the carriage articulation device at a second angular position of the at least first carriage relative to the second carriage in the same direction of rotation, wherein the first angular position is associated with a smaller rotation of the at least first carriage relative to the second carriage than the second angular position.This measure creates a variable rotational resistance in the articulated joint, which allows lateral forces from the first car to be transferred not only to its bogie but also, to a certain extent, to the second car for stabilization. Furthermore, this resistance decreases as the relative angle between the first and second cars increases when entering a curve. Therefore, this rotational resistance does not impede the first car's ability to turn into the curve and does not lead to excessive steering forces between the wheelsets and the track.

[0010] Further advantageous embodiments of the rail vehicle according to the invention are set out in the dependent claims.

[0011] Improvements in the driving dynamics of train entry maneuvers into track curves are promoted, for example, if a first resistance torque of the car articulation device at the first angular position is greater in magnitude than a second resistance torque of the car articulation device at a third angular position of the at least first car relative to the second car in the same direction of rotation, wherein the first angular position is associated with a smaller rotation of the at least first car relative to the second car than the third angular position.

[0012] It can also be helpful if the carriage articulation device, in a fourth angular position of at least the first carriage relative to the second carriage between the first angular position and the third angular position in the same direction of rotation, exhibits a maximum third resistance torque in terms of magnitude.

[0013] The behavior of a resistive torque over an angular position can, for example, be represented by a higher-order nonlinear function. Due to the maximum third resistive torque between the first and third angular positions, the articulated joint initially acts as a stiffening or stabilizing mechanism at small angular positions, and yields at larger angular positions, such as those that occur when the first car is already entering a curve while the second car is still traveling straight. This results in an improvement in the driving dynamics of the rail vehicle during curve entry maneuvers.

[0014] A particularly robust and maintenance-friendly solution is obtained if the carriage articulation device has a pivot point, a first spring which is connected to the at least first carriage and the second carriage, wherein a first normal distance between a first longitudinal axis of the first spring and the pivot point is variable, and a second spring which is connected to the at least first carriage and the second carriage, wherein a second normal distance between a second longitudinal axis of the second spring and the pivot point is variable.

[0015] This measure ensures that the resistive torques of the carriage articulation device are generated and adjusted by the spring forces of the first and second springs, as well as by the first and second normal distances, which act as lever arms. Due to the variability of the first and second normal distances, the resistive torques generated during rotation of the first carriage relative to the second carriage are reduced in magnitude with increasing relative angular position between the first and second carriages. If, for example, the signs of the gradients change during rotation, the resistive torques themselves can also be reduced in magnitude.

[0016] It is also helpful if the first spring and the second spring are pre-tensioned.

[0017] As a result, the vehicle articulation device exhibits a basic resistance in the translational direction (e.g. in the direction of a vehicle longitudinal axis).

[0018] Furthermore, damping of relative movements between the first carriage and the second carriage is achieved when the first spring is combined with a first damper to form a first spring-damper unit and the second spring is combined with a second damper to form a second spring-damper unit.

[0019] It is also advantageous if the first normal distance is greater in the first angular position than in the second angular position.

[0020] Due to its decreasing tendency between the first angular position and the second angular position, the first normal distance contributes to a reduction in the magnitude of resistance torque gradients or the resistance torques themselves.

[0021] An alternative solution for generating and adjusting suitable resistance torques of the carriage joint device based on a kinematic coupling is obtained if the carriage joint device has a multiply counter-curved cam body, a first guide arm, a first roller rotatably connected to the first guide arm, a second guide arm and a second roller rotatably connected to the second guide arm, wherein the first guide arm and the second guide arm are pivotally coupled to the at least first carriage, wherein the cam body is coupled to the second carriage, and wherein the first roller and the second roller on the one hand and the cam body on the other hand are coupled to each other via roller contacts.

[0022] This measure allows the curves of the resistance torques to be predefined by geometrically shaping the curve body and are not limited to spring parameters (spring stiffness, preload, etc.) that can only be adjusted to a limited extent.

[0023] It is advantageous with regard to adjusting the curves of the resistance torques if the curved body has a wave-shaped first contour that contacts the first roller and a wave-shaped second contour that contacts the second roller.

[0024] In this context, it is particularly helpful if the first roller contacts a first wave trough of the first mold contour and the second roller contacts a second wave trough of the second mold contour, if at least the first carriage has a neutral angular position of 0° relative to the second carriage.

[0025] The first and second rollers are enclosed by the first and second wave troughs. To move the first and second rollers out of these troughs, resistance must be overcome. However, if the first and second rollers reach wave crests of the first and second contours as the relative angular position between the first and second carriages increases, a further increase in the angular position can, for example, result in a decreasing resistance torque of the carriage joint. The invention is explained in more detail below with reference to exemplary embodiments.

[0026] They show, for example: Fig. 1: A schematic plan view of a section from an exemplary first embodiment of a rail vehicle according to the invention, comprising a first car and a second car, the car articulation device of which includes a car articulation joint, a first spring and a second spring; Fig. 2: An exemplary embodiment of a diagram showing the course of a resistance torque of a car articulation device over an angular position between two cars of a rail vehicle; Fig. 3: A schematic plan view of a section from an exemplary second embodiment of a rail vehicle according to the invention, comprising a first car and a second car, the car articulation device of which includes a car articulation joint, a first spring-damper unit and a second spring-damper unit; and Fig.4: A schematic plan view of a section of an exemplary third embodiment of a rail vehicle according to the invention, comprising a first carriage and a second carriage, the carriage articulation device of which includes a carriage joint, a curved element, a first guide arm with a first roller, and a second guide arm with a second roller.

[0027] Fig. 1 shows a schematic plan view of a section of an exemplary first embodiment of a rail vehicle according to the invention with a first car 1 and a second car 2.

[0028] The rail vehicle is designed as a low-floor tram. The first car 1 has a first loose-wheel bogie 3, the second car 2 a second loose-wheel bogie 4. The rail vehicle includes further bogies and additional cars, which, however, are in Fig. 1 are not shown.

[0029] The first carriage 1 and the second carriage 2 are coupled to each other by means of a carriage articulation device 5, wherein the carriage articulation device 5 has a variable resistance to rotation of the first carriage 1 relative to the second carriage 2.

[0030] This rotation occurs essentially with respect to a parallel to one in Fig. 1 The projecting vertical axis 42 of the rail vehicle. This parallel axis acts as the axis of rotation and can move or change during the rotation.

[0031] The carriage joint device 5 comprises a carriage joint 6, in the center of which a pivot point 7 of the carriage joint device 5 is arranged, a first spring 8 and a second spring 9. The first spring 8 and the second spring 9 are articulated or rotatably connected to the first carriage 1 and the second carriage 2 and are designed as pre-stressed, metallic helical compression springs.

[0032] A first longitudinal axis 10 of the first spring 8 and a second longitudinal axis 11 of the second spring 9 are in a relative neutral angular position 12 of 0° between the first carriage 1 and the second carriage 2, as shown in Fig. 1 The spring is shown oriented obliquely with respect to a vehicle longitudinal axis 13. A first normal distance 14 is provided between the first spring longitudinal axis 10 and the pivot point 7, and a second normal distance 15 between the second spring longitudinal axis 11 and the pivot point 7.

[0033] When the first car 1 enters a curve in the track, the angle between the first car 1 and the second car 2 initially increases from the neutral angle 12, since the second car 2 is still traveling on a straight section of track. During the first car 1's entry into the curve, a first angle 16 is gradually established between the first car 1 and the second car 2, and later, via a Fig. 2 The second angular position 17 shown, a third angular position 18 between the first carriage 1 and the second carriage 2, is reached in the same direction of rotation about the pivot point 7 as the first angular position 16. Thus, a rotation of the first carriage 1 relative to the second carriage 2 takes place.

[0034] A first spring force of the first spring 8 and a second spring force of the second spring 9 change during the rotation between the neutral angular position 12, the first angular position 16, the second angular position 17 and the third angular position 18, since the first spring 8 and the second spring 9 are compressed or stretched during the rotation due to their connections with the first carriage 1 and with the second carriage 2.

[0035] The first normal distance 14 and the second normal distance 15 change during the twisting, since the first spring longitudinal axis 10 and the second spring longitudinal axis 11 change in their orientations during the twisting.

[0036] By means of the first spring 8 and the first normal distance 14 as well as the second spring 9 and the second normal distance 15, a resistance torque of the carriage joint device 5 is changed.

[0037] During the aforementioned rotation, the first spring 8 is compressed and the first spring force is increased, thereby increasing the resistance torque between the neutral angular position 12 and the first angular position 16. Simultaneously, however, the first perpendicular distance 14 decreases during the rotation. When rotating beyond the first angular position 16, the decreasing first perpendicular distance 14 influences the resistance torque more than the first spring force, which reaches a spring force maximum during the rotation. As a result, the resistance torque decreases in magnitude after reaching a resistance torque maximum, which is located between the first angular position 16 and the third angular position 18.

[0038] The second spring force initially decreases during the aforementioned rotation and, from a relaxed spring position, rotates by 180°, thus changing from a compressive force to a tensile force. Although the second normal distance 15 increases during the aforementioned rotation, this only minimally affects the resistance torque, or at least not in an undesirable way, due to the second spring force initially decreasing and subsequently rotating by 180°. The resistance torque, therefore, does not change its tendency to initially increase and then decrease after reaching its maximum.

[0039] In Fig. 2 is an exemplary embodiment of a diagram which shows the course of a resistive torque of a carriage articulation device 5 of a rail vehicle, as exemplified in Fig. 1 The diagram shows an angular position between a first car 1 and a second car 2 of the rail vehicle.

[0040] This process is achieved by arranging a first spring 8 and a second spring 9 between the first carriage 1 and the second carriage 2 in a manner as described in Fig. 1 As shown, it has been achieved.

[0041] The diagram has an abscissa 20, on which the angular position is plotted, and an ordinate 21, on which the resistance torque is plotted.

[0042] The resistance torque curve is non-linear.

[0043] In a neutral angular position 12 of 0°, the resistance torque is not zero, since a carriage joint 6 of the carriage articulation device 5 exhibits a basic rotational resistance. At a first angular position 16 between the first carriage 1 and the second carriage 2 in a direction of rotation greater than the neutral angular position 12, the carriage articulation device 5 exhibits a first resistance torque 22 against rotation of the first carriage 1 relative to the second carriage 2, which is greater than the resistance torque in the neutral angular position 12. In the first angular position 16, the carriage articulation device 5 also exhibits a first resistance torque gradient 25.

[0044] In a second angular position 17 between the first carriage 1 and the second carriage 2 in the same direction of rotation, the carriage articulation device 5 exhibits a second resistance torque gradient 26. The first resistance torque gradient 25 is greater in magnitude than the second resistance torque gradient 26. Therefore, an increase in resistance torque decreases, and the resistance torque curve becomes flatter.

[0045] In a third angular position 18 between the first carriage 1 and the second carriage 2 in the same direction of rotation, the carriage articulation device 5 has a second resistance torque 23 against the rotation of the first carriage 1 relative to the second carriage 2.

[0046] In the third angular position 18, the first carriage 1 is twisted more strongly relative to the second carriage 2 than in the first angular position 16. The first resistance torque 22 is greater in magnitude than the second resistance torque 23.

[0047] Furthermore, the carriage articulation device 5 exhibits a maximum third resistance torque 24 in a fourth angular position 19 between the first angular position 16 and the third angular position 18. The resistance torque thus increases in magnitude from the resistance torque in the neutral angular position 12, through the first resistance torque 22 in the first angular position 16, to the maximum third resistance torque 24, and then decreases in magnitude with a further increase in the angular position between the first carriage 1 and the second carriage 2 in the same direction of rotation, through the second resistance torque 23 in the third angular position 18.

[0048] The progression of the resistance torque between the first resistance torque 22 and the second resistance torque 23 is influenced by the fact that an example in connection with Fig. 1 The first normal distance 14 described between a first longitudinal axis 10 of the first spring 8 and a pivot point 7 of the carriage joint device 5 is greater in the first angular position 16 than in the second angular position 17 and in the third angular position 18.

[0049] According to the invention, it is also conceivable to allow the resistance torque to increase only to the extent necessary to reach the second resistance torque gradient 26, since a decrease in the resistance torque gradient already improves the driving dynamics of the rail vehicle's entry into track curves.

[0050] Fig. 3 Figure 1 shows a schematic plan view of a section of an exemplary second embodiment of a rail vehicle according to the invention, comprising a first car 1 and a second car 2, which are coupled to a car articulation joint 6 via a car articulation device 5.

[0051] This exemplary second embodiment is structurally and functionally similar to that of the exemplary first embodiment of a rail vehicle according to the invention, which is described in Fig. 1 is shown. Therefore, in Fig. 3 partially the same reference symbols as in Fig. 1 used.

[0052] Unlike Fig. 1 The vehicle articulation device 5 is shown according to Fig. 3 a first spring-damper unit and a second spring-damper unit, which are arranged between the first carriage 1 and the second carriage 2 and are articulated to the first carriage 1 and to the second carriage 2.

[0053] The first spring-damper unit comprises a first spring 8 and a first damper 27, while the second spring-damper unit comprises a second spring 9 and a second damper 28. The first spring 8 and the second spring 9 are designed as compression-preloaded coil springs, with the first spring 8 encasing the first damper 27 and the second spring 9 encasing the second damper 28. The first damper 27 and the second damper 28 are designed as hydraulic telescopic dampers.

[0054] A first longitudinal spring axis 10 of the first spring-damper unit and a second longitudinal spring axis 11 of the second spring-damper unit are in that in Fig. 3 The neutral angle position 12 shown is 0° between the first car 1 and the second car 2, inclined to a longitudinal axis 13 of the vehicle.

[0055] In Fig. 4 Figure 1 shows a schematic plan view of a section of an exemplary third embodiment of a rail vehicle according to the invention, comprising a first car 1 and a second car 2, which are connected to each other by means of a car articulation device 5 with a car articulation joint 6.

[0056] The first car 1 has a first loose wheel bogie 3, the second car 2 a second loose wheel bogie 4. The rail vehicle includes further cars and further loose wheel bogies, which, however, are in Fig. 4 are not shown.

[0057] The carriage articulation device 5 further comprises a multiply counter-curved cam body 29, a first guide arm 30, a first roller 32 which is rotatably connected to the first guide arm 30, a second guide arm 31 and a second roller 33 which is rotatably connected to the second guide arm 31.

[0058] The first guide arm 30 and the second guide arm 31 are articulatedly coupled to the first carriage 1.

[0059] The curved body 29 is immovable relative to the second carriage 2 and is connected to the second carriage 2.

[0060] The first roller 32 and the second roller 33 are coupled to the curved body 29 via roller contacts, d.h. can roll on the curved body 29.

[0061] The curved body 29 has a wave-shaped first contour 34 which contacts the first roller 32, and a wave-shaped second contour 35 which contacts the second roller 33.

[0062] The curved body 29 is in a neutral angular position 12 of 0° between the first carriage 1 and the second carriage 2, as shown in Fig. 4 shown is symmetrical with respect to a longitudinal axis 13 of the rail vehicle.

[0063] In this neutral angle position 12 and with reference to that image view of Fig. 4 The first guide arm 30 with the first roller 32 and the first shape contour 34 are arranged above the vehicle longitudinal axis 13, and the second guide arm 31 with the second roller 33 and the second shape contour 35 are arranged below the vehicle longitudinal axis 13.

[0064] In the aforementioned neutral angle position 12, the first roller 32 contacts a first wave trough 36 of the first shape contour 34 and the second roller 33 contacts a second wave trough 37 of the second shape contour 35.

[0065] If, during a rotation relative to the second carriage 2, the first carriage 1 steers from the neutral angular position 12 in the direction of rotation of a first angular position 16, the first roller 32 moves out of the first wave trough 36 onto a first wave crest 38 of the first shape contour 34 and the second roller 33 moves out of the second wave trough 37 onto a second wave crest 39 of the second shape contour 35.

[0066] This increases the contact forces between the first roller 32 and the first shape contour 34, as well as between the second roller 33 and the second shape contour 35.

[0067] A resistance torque of the carriage articulation device 5, formed from the contact forces and from variable normal distances between the contact forces and a pivot point 7 of the carriage articulation device 5, increases as a result, whereby a resistance torque gradient between the first angular position 16 and a second angular position 17 decreases in magnitude due to a decreasing slope between wave troughs and wave crests of the curved body 29.

[0068] If the first carriage 1 continues to rotate relative to the second carriage 2 in the same direction of rotation, i.e., towards a third angular position 18, the first roller 32 rolls off the first wave crest 38 and the second roller 33 rolls off the second wave crest 39. This reduces the contact forces and the resistance torque.

[0069] A curve of the resistance torque as a function of an angular position, starting from the neutral angular position 12 in the direction of the first angular position 16, the second angular position 17 and the third angular position 18, resembles that which is in Fig. 2 is shown.

[0070] A compression-preloaded first pressure spring 40 is arranged between the first carriage 1 and the first guide arm 30, and a compression-preloaded second pressure spring 41 is arranged between the first carriage 1 and the second guide arm 31. The first pressure spring 40 presses the first roller 32 against the first mold contour 34, and the second pressure spring 41 presses the second roller 33 against the second mold contour 35. According to the invention, it is also conceivable that the first roller 32 and the second roller 33 are connected by a clip and thus pressed against the first mold contour 34 and the second mold contour 35, respectively. Furthermore, according to the invention, it is conceivable that the first guide arm 30 and the second guide arm 31 themselves have pressure means, for example, torsion springs in joints of the first guide arm 30 and the second guide arm 31. List of designations

[0071] 1 First car 2 Second car 3 First loose wheel suspension 4 Second loose wheel suspension 5 Car articulation device 6 Car articulation 7 Pivot point 8 First spring 9 Second spring 10 First spring longitudinal axis 11 Second spring longitudinal axis 12 Neutral angular position 13 Vehicle longitudinal axis 14 First normal distance 15 Second normal distance 16 First angular position 17 Second angular position 18 Third angular position 19 Fourth angular position 20 Abscissa 21 Ordinate 22 First resistance torque 23 Second resistance torque 24 Third resistance torque 25 First resistance torque gradient 26 Second resistance torque gradient 27 First damper 28 Second damper 29 Curved body 30 First guide arm 31 Second guide arm 32 First roller 33 Second roller 34 First contour 35 Second contour 36 First trough 37 Second trough 38 First crest 39 Second crest 40 First pressure spring 41 Second pressure spring 42 Vehicle vertical axis

Claims

1. Rail vehicle having at least a first carriage (1) and a second carriage (2) which are coupled to one another by means of a carriage articulation device (5), wherein the carriage articulation device (5) has a variable resistance to twisting of the at least first carriage (1) relative to the second carriage (2), characterized in that a first resistance torque gradient (25) of the carriage articulation device (5) is greater in magnitude in the case of a first angular position (16) of the at least first carriage (1) relative to the second carriage (2) in one direction of rotation than a second resistance torque gradient (26) of the carriage articulation device (5) in the case of a second angular position (17) of the at least first carriage (1) relative to the second carriage (2) in the same direction of rotation, wherein the first angular position (16) is associated with a lesser twisting of the at least first carriage (1) relative to the second carriage (2) than the second angular position (17).

2. Rail vehicle according to Claim 1, characterized in that a first resistance torque (22) of the carriage articulation device (5) in the case of the first angular position (16) is greater in magnitude than a second resistance torque (23) of the carriage articulation device (5) in the case of a third angular position (18) of the at least first carriage (1) relative to the second carriage (2) in the same direction of rotation, wherein the first angular position (16) is associated with a lesser twisting of the at least first carriage (1) relative to the second carriage (2) than the third angular position (18).

3. Rail vehicle according to Claim 2, characterized in that the carriage articulation device (5) has a maximum third resistance torque (24) in terms of magnitude in the case of a fourth angular position (19) of the at least first carriage (1) relative to the second carriage (2) between the first angular position (16) and the third angular position (18) in the same direction of rotation.

4. Rail vehicle according to any one of Claims 1 to 3, characterized in that the carriage articulation device (5) has a pivot point (7), a first spring (8) which is connected to the at least first carriage (1) and the second carriage (2), wherein a first normal distance (14) between a first spring longitudinal axis (10) of the first spring (8) and the pivot point (7) is variable, and a second spring (9) which is connected to the at least first carriage (1) and the second carriage (2), wherein a second normal distance (15) between a second spring longitudinal axis (11) of the second spring (9) and the pivot point (7) is variable.

5. Rail vehicle according to Claim 4, characterized in that the first spring (8) and the second spring (9) are pretensioned.

6. Rail vehicle according to Claim 4 or 5, characterized in that the first spring (8) and the second spring (9) are formed as compression springs.

7. Rail vehicle according to any one of Claims 4 to 6, characterized in that the first spring (8) and the second spring (9) are connected in an articulated manner to the at least first carriage (1) and to the second carriage (2).

8. Rail vehicle according to any one of Claims 4 to 7, characterized in that the first spring (8) is combined with a first damper (27) to form a first spring / damper unit and the second spring (9) is combined with a second damper (28) to form a second spring / damper unit.

9. Rail vehicle according to any one of Claims 4 to 8, characterized in that the first normal distance (14) in the first angular position (16) is greater than in the second angular position (17).

10. Rail vehicle according to any one of Claims 1 to 9, characterized in that the carriage articulation device (5) has a curved moulding (29) which is bent multiple times in opposite directions, a first guide arm (30), a first roller (32) which is connected rotatably to the first guide arm (30), a second guide arm (31) and a second roller (33) which is connected rotatably to the second guide arm (31), wherein the first guide arm (30) and the second guide arm (31) are coupled to the at least first carriage (1) in an articulated manner, wherein the curved moulding (29) is coupled to the second carriage (2), and wherein the first roller (32) and the second roller (33) on one hand and the curved moulding (29) on the other hand are coupled to one another via rolling contacts.

11. Rail vehicle according to Claim 10, characterized in that the curved moulding (29) has an undulating first mould contour (34) which contacts the first roller (32) and an undulating second mould contour (35) which contacts the second roller (33).

12. Rail vehicle according to Claim 11, characterized in that the first roller (32) contacts a first wave trough (36) of the first mould contour (34) and the second roller (33) contacts a second wave trough (37) of the second mould contour (35) if the at least first carriage (1) has a neutral angular position (12) of 0° relative to the second carriage (2).

13. Rail vehicle according to any one of Claims 10 to 12, characterized in that the curved moulding (29) is coupled to the second carriage (2) immovably relative to the second carriage (2) .

14. Rail vehicle according to any one of Claims 1 to 13, characterized in that the carriage articulation device (5) has a carriage articulation (6).

15. Rail vehicle according to any one of Claims 1 to 14, characterized in that the twisting of the at least first carriage (1) relative to the second carriage (2) is substantially a rotation in relation to a parallel to a vehicle vertical axis (42).