DE2338530C3 - Side wall for rail freight wagons with sliding wall parts - Google Patents

Description

55

The invention relates to a side wall for rail freight cars, which consists of the end wall posts, Upper chord, underframe outer side rails and preferably center post formed side wall frame and is formed in the closed state in one plane adjoining diagonally rigid sliding wall parts, wherein the front wall posts and the center posts are pulled forward in front of the stop surface of the sliding wall parts, preferably at right angles to the contact surface extending surfaces in at least their upper and lower Have area.

530

Such a side wall design has become known from US Pat. No. 3,513,783.

With the conventional side walls of this type for Rail freight wagons, which can be opened over a large area by means of sliding walls, form the side wall frames In addition to the installation of the sliding walls, the supporting structure or part of the supporting structure of the Car body. There are known designs in which the sliding wall parts are flat on the side wall frame and when the car body is twisted or when the car body is moved around the corner are displaceable on the side wall frame during the puffing impact. Here the side wall frame, possibly supported by the roof structure that led over from the end walls Transferring horizontal forces from one end wall to the other. This construction implies a stiff and complex training of the top chord and the front wall connections.

In further previously known constructions, the sliding wall parts are frictionally connected to the side wall frame bracketed, whereby a transfer of the horizontal forces from the end walls over the Sliding wall parts can be made on the underframe outer side rails. This construction is disadvantageous however, the obstruction of the freedom of torsion of the car body. Since this in the sense of a good running property of the wagon, however, must be preserved, this construction is only suitable for railway vehicles, which contain a torsion compensation in the drive directly (DT-OS 18 14 788).

The invention is therefore based on the object of providing a side wall for rail freight cars of the initially introduced called type to create, by the twisting of the car body with uneven rails is not hindered by a fixed clamping of the sliding wall parts, but the sliding wall parts in the case of a buffer joint to transfer the horizontal forces from the end walls to the underframe outer side rails are usable.

According to the invention, this object has been achieved in that the directions at right angles to the contact surface Have surfaces stop surfaces in at least their upper and lower areas and that the Sliding wall parts at their vertical longitudinal ends in the area of the stop surfaces of the end wall posts and Central post covering to these.i stop surfaces have formed stops or stop surfaces and that the sliding wall parts in the closed state with their stop surfaces with play in front of the stop surfaces the front wall post and center post are in place. Here, the longitudinal play between the Sliding wall parts and the stop surfaces of the front wall and center post at least the size that the permissible corner displacement of the side wall frame when the car body is twisted around it Corresponds to the longitudinal axis.

From DT-GM 17 58 164 it is known per se, a game for absorbing diagonal elastic deformations to record.

In the case of side wall frames without a center post, the corresponding longitudinal ends have the Sliding wall parts covering stops in at least their upper and lower vertical area.

According to a further feature according to the invention, the sliding wall parts carry in their lower area Spigots or cams, the underframe outer side rails in the longitudinal direction of the carriage for stops

Have cams with Spie! arranged to the cams are. The center post and the front wall post carry support cams for the sliding wall parts wherein the support cams protrude with play under the sliding wall parts when the sliding wall parts are closed.

Through this formation of the corner and center posts or the sliding wall parts is achieved that a free Twisting of the car body is not hindered by the sliding wall parts. When twisting the car body the sliding wall parts slide on their contact surfaces without obstruction on the side wall frame along. However, if a buffer joint occurs, the side wall frame is shifted in the corner in the longitudinal direction of the car a, this corner shift can only continue until the stops of the vertical longitudinal ends the sliding wall parts rest against the stop surfaces of the front wall or center post. After that is the side wall frame is rigid at the corners and the longitudinal forces are applied diagonally from the upper end wall ends the sliding wall parts on the lower girders transferred. The construction of the head walls, the longitudinal upper straps and their connection can be essential be made easier and simpler.

With the arrangement of pegs and cams in the lower area of the sliding wall parts can thus interacting stop surfaces on the underframe outer longitudinal support at any point forces in the underframe outer side rails are derived.

The support cams on the front wall and center post take over the vertical moment components during the buffer joint.

The invention is explained in more detail using two exemplary embodiments. It shows

Fig. 1 a side wall for rail freight cars with two-part sliding walls and central posts in a schematic side view,

IF i g. 2 shows the section along line 11-11 of FIG. 1,

3 shows the section along line III-iil in FIG. 1 and

4 shows the section as in FIG. 2 in the exemplary embodiment of a side wall without a center post.

The side wall frame of a railroad freight wagon consists of end wall posts 1, a longitudinal top flange 2, an underframe outer side rail 3 and a center post 4. The sliding wall parts 5 rest in one plane on the side wall frame in the closed state. The sliding wall parts 5 lie flat against the contact surfaces 1 a, 2 a, 3 a and 4 a of the end wall posts 1 or longitudinal top flange 2, underframe outer side rails 3 and center posts 4. Front wall post 1 and center post 4 have stop surfaces \ b and 4b running at right angles to contact surfaces la and 4a, which are preferred at right angles to contact surfaces la and 4a. At the vertical longitudinal ends of the sliding wall parts 5, stops 5a or stop surfaces are arranged, which are designed to cover the stop surfaces Xb and 4b of the end wall posts 1 and center posts 4.

Play is provided between the longitudinal ends of the sliding wall parts 5 and the stop surfaces \ b and 4b of the end wall posts 1 and center post 4. This game has at least the size that is required for a free twisting of the car body to its longitudinal axis in the case of uneven rails.

In the exemplary embodiment according to FIG. 4, a side wall is shown, the side wall frame of which, in addition to the longitudinal top flange and the underframe outer side rail, is formed only by the end wall post 1. In the closed state, the sliding wall parts 5 lie flat against the contact surface 1 a of the end wall posts 1 in the closed state, as in the first exemplary embodiment. Stop surfaces \ b are also provided on the end wall post 1. The sliding wall parts 5 again have stops 5a at their longitudinal ends. The sliding wall parts are also provided with stop surfaces 5a at their corresponding longitudinal ends. If the track is elevated, the car body can also twist freely again here. During the buffer shock, the force is transferred from an end wall via the stop surfaces 1b of the end wall 1 via the stops 5a to a sliding wall part 5 and from this sliding wall part 5 by overcoming the play between the sliding wall parts 5 and the Slirnwandpfosten 1 or between the sliding wall parts 5 itself the stop surfaces 5a to the next sliding wall part 5 and from this via stop surface 5a to the second corner post 1. The forces are thus transferred diagonally over the entire side wall from one upper edge of the front wall to the other lower edge of the front wall or the underframe outer side rail.

Should already before the connection of the front wall post 1 to the underframe external longitudinal girder 3 forces are derived from the sliding wall parts 5 in the lower frame outer side rails 3, can in the lower area the sliding wall parts pins or cams 6 are arranged, which then with play in front of stop surfaces 7 of the underframe outer side rails 3 are available. The horizontal force component then sets in at the buffer impact Via the cams 6 and the stop surfaces 7 from the sliding wall parts 5 to the lower girders away. The small vertical force component that occurs during the buffer impact is transferred to support cams 8, which are arranged on the front wall post 1 and center post 4 and under the sliding wall parts 5 protrude.

The sliding wall parts 5 do not advantageously need to be designed to be buckling-resistant, since the long paths which are necessary for the transmission of forces, the specific buckling stress is extremely low.

For this purpose 2 sheets of drawings

Claims (5)

Claims: 23 1. Side wall for rail freight wagons, which is formed from the side wall frame formed from the front wall post, top chord, underframe outer longitudinal support and preferably center post and, in the closed state, diagonally rigid sliding wall parts resting on it in a plane, the front wall post and the central post in front of the stop surface of the sliding wall parts, preferably at right angles to Have contact surface extending surfaces in at least their upper and lower area, characterized in that the perpendicular surfaces have stop surfaces (ib or Ab) in at least their upper and lower area and that the sliding wall parts (5) at their vertical longitudinal ends in the area of the stop surfaces (ib and 46) of the end wall posts (1) and center post (4) have stops or stop surfaces (5a) formed covering these stop surfaces and that the sliding wall parts (5) in the closed state with their stop surfaces (5a) with S. piel stand in front of the stop surfaces (ib and 4b) of the front wall post (1) and center post (4). 2. Side wall according to claim 1, characterized in that the longitudinal play between the sliding wall parts (5) and the stop surfaces (ib and Ab) of the end wall and center post (1 and 4) has at least the size that the permissible corner displacement of the side wall frame at a Corresponds to torsion of the car body about its longitudinal axis. 3. Side wall according to claims 1 and 2, characterized in that the side wall frame without center post (4) the corresponding longitudinal ends of the sliding wall parts (5) have covering stops (5a) in at least their upper and lower vertical area. 4. Side wall according to claims t to 3, characterized in that the sliding wall parts (5) Bear in their lower area pins or cams (6) that the underframe outer longitudinal support (3) in In the longitudinal direction of the carriage, they have stop surfaces (7) for the cams (6) which have play with the cams (6) are arranged. 5. Side wall according to claims 1 to 4, characterized in that the end wall posts (1) and the central posts (4) carry support cams (8) for the sliding wall parts (5), the support cams (8) with closed sliding wall parts (5) protrude with play under the sliding wall parts (5).