Rail Vehicle Having a Carriage Coupling Device

Abstract

A rail vehicle having at least a first carriage and a second carriage intercoupled via a carriage coupling device that has a variable resistance to twisting of the at least first carriage relative to the second carriage, wherein a first resistance torque gradient of the carriage coupling device at a first angular position of the at least first carriage relative to the second carriage in a direction of rotation is greater in magnitude than a second resistance torque gradient of the carriage coupling device at a second angular position of the at least first carriage relative to the second carriage in the same direction of rotation, where the first angular position is associated with a lesser twisting of the at least first carriage relative to the second carriage than the second angular position, such that an improved driving behavior of the rail vehicle is achieved, particular when entering track curves.

1 - 15 . (canceled) 
     
     
         16 . A rail vehicle comprising:
 at least one first carriage;   carriage articulation device; and   a second carriage coupled to the first carriage via the carriage articulation device;   wherein the carriage articulation device has a variable resistance to twisting of the at one least first carriage relative to the second carriage;   wherein a first resistance torque gradient of the carriage articulation device is greater in magnitude in cases of a first angular position of the at least first carriage relative to the second carriage in one direction of rotation than a second resistance torque gradient of the carriage articulation device in cases of a second angular position of the at least first carriage relative to the second carriage in the same direction of rotation; and   wherein the first angular position is associated with a lesser twisting of the at least first carriage relative to the second carriage than the second angular position.   
     
     
         17 . The rail vehicle as claimed in  claim 16 , wherein a first resistance torque of the carriage articulation device in cases of the first angular position has greater magnitude than a second resistance torque of the carriage articulation device in cases of a third angular position of the at least first carriage relative to the second carriage in the same direction of rotation; and
 wherein the first angular position is associated with a lesser twisting of the at least first carriage relative to the second carriage than the third angular position.   
     
     
         18 . The rail vehicle as claimed in  claim 17 , wherein the carriage articulation device has a maximum third resistance torque in terms of magnitude in cases of a fourth angular position of the at least first carriage relative to the second carriage between the first angular position and the third angular position in the same direction of rotation. 
     
     
         19 . The rail vehicle as claimed in  claim 16 , wherein the carriage articulation device includes a pivot point and includes a first spring which is connected to the at least one first carriage and the second carriage, a first normal distance between a first spring longitudinal axis of the first spring and the pivot point being variable; and
 wherein the carriage articulation device further includes a second spring which is connected to the at least first carriage and the second carriage, a second normal distance between a second spring longitudinal axis of the second spring and the pivot point being variable.   
     
     
         20 . The rail vehicle as claimed in  claim 19 , wherein the first and second springs are pretensioned. 
     
     
         21 . The rail vehicle as claimed in  claim 19 , wherein the first and second springs are formed as compression springs. 
     
     
         22 . The rail vehicle as claimed in  claim 20 , wherein the first and second springs are formed as compression springs. 
     
     
         23 . The rail vehicle as claimed in  claim 19 , wherein the first and second springs are connected in an articulated manner to the at least one first carriage and the second carriage. 
     
     
         24 . The rail vehicle as claimed in  claim 20 , wherein the first and second springs are connected in an articulated manner to the at least one first carriage and the second carriage. 
     
     
         25 . The rail vehicle as claimed in  claim 21 , wherein the first and second springs are connected in an articulated manner to the at least one first carriage and the second carriage. 
     
     
         26 . The rail vehicle as claimed in  claim 19 , wherein 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. 
     
     
         27 . The rail vehicle as claimed in  claim 19 , wherein the first normal distance in the first angular position is greater than the second normal distance in the second angular position. 
     
     
         28 . The rail vehicle as claimed  claim 16 , wherein the carriage articulation device includes a curved molding which is bent multiple times in opposite directions, a first guide arm, a first roller which is connected rotatably to the first guide arm, and a second guide arm and a second roller which is connected rotatably to the second guide arm;
 wherein the first guide arm and the second guide arm are coupled to the at least first carriage in an articulated manner;   wherein the curved molding is coupled to the second carriage; and   wherein the first and second rollers and the curved molding are intercoupled via rolling contacts.   
     
     
         29 . The rail vehicle as claimed in  claim 28 , wherein the curved molding has an undulating first mold contour which contacts the first roller and an undulating second mold contour which contacts the second roller. 
     
     
         30 . The rail vehicle as claimed in  claim 29 , wherein 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 the at least first carriage has a neutral angular position of  0 ° relative to the second carriage. 
     
     
         31 . The rail vehicle as claimed in  claim 28  wherein the curved molding is coupled to the second carriage immovably relative to the second carriage. 
     
     
         32 . The rail vehicle as claimed in  claim 29 , wherein the curved molding is coupled to the second carriage immovably relative to the second carriage. 
     
     
         33 . The rail vehicle as claimed in  claim 30 , wherein the curved molding is coupled to the second carriage immovably relative to the second carriage. 
     
     
         34 . The rail vehicle as claimed in  claim 16 , wherein the carriage articulation device has a carriage articulation. 
     
     
         35 . The rail vehicle as claimed in  claim 16 , wherein the twisting of the at least first carriage relative to the second carriage is substantially a rotation in relation to a parallel of a vehicle vertical axis.