DK159385B

DK159385B - RAILWAY TRUCK

Info

Publication number: DK159385B
Application number: DK519085A
Authority: DK
Inventors: Karl-Dieter Reemtsema; Peter Wackermann; Guenter Ahlborn; Ulrich Bergner; Klaus Keil
Original assignee: Waggon Union Gmbh
Priority date: 1984-11-16
Filing date: 1985-11-11
Publication date: 1990-10-08
Also published as: PL151533B1; DD243678A5; HUT40043A; DK519085D0; PT81486B; PL256195A1; SK277953B6; EP0182138A2; ES296329Y; DK519085A; CZ278887B6; NO166072C; FI854230L; HU195152B; ATE57348T1; CZ807785A3; DK159385C; EP0182138B1; ES296329U; SK807785A3

Abstract

1. Underframe for rail freight cars, a) without a car body which is rigid against torsion, comprising at least b) external longitudinal bearers (1 or 8) and c) transverse bearers (4) arranged fixed between these and d) at least one additional hollow bearer (2 or 9), arranged between the external longitudinal bearers (1 or 8) in the transverse direction of the car and e) connected in a manner rigid against torsion to the external longitudinal bearers (1 or 8), characterised in that f) the system not yet containing the hollow bearers, and comprising external longitudinal bearers (1 or 8) and the transverse bearers (4) arranged fixed between these, has a rigidity against torsion which is so low that this rigidity against torsion is too low, taken by itself, for the underframe, g) the desired and required torsional rigidity of the underframe is achieved by providing each of the hollow bearers (2 or 9) with a specially established torsional rigidity such that this torsional rigidity determines the torsional rigidity of the entire underframe and thus of the rail freight car, and h) openings (3) on the underside of the hollow bearers determine the magnitude of the torsional rigidity of the hollow bearers (2 or 9) by the shape and size or the cross-sections of the hollow bearers or the wall thickness of the hollow bearers or several of these parameters together.

Description

iin

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Opfindelsen angår et understel som angivet i krav l's indledning til jernbanegodsvogne uden vridningsstiv vognkasse, hvor længdedragerne optager de vandrette længdekræfter og lodrette kræfter af godset, eller hvor længdedragerne optager de vandrette 5 længdekræfter, og længdedragerne og de mellem disse fast anbragte tværdragere optager de lodrette kræfter af godset.BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a chassis as claimed in claim 1 for railway freight wagons without a torsionally rigid body, wherein the longitudinal beams absorb the horizontal longitudinal forces and vertical forces of the goods, or the longitudinal beams absorb the horizontal longitudinal forces and the longitudinal beams and the transverse vertical beams of the goods.

På grund af den forventede indførsel af den automatiske midterpufferkobling har man tidligere i overensstemmelse med UIC-forskrifterne ORE B 125 og ORE B 55 ved toakslede jernbanegodsvogne 10 udviklet så vridningsdygtige understel som muligt, for at der ved overhøjderamper og ved skinnefejl skal optræde en så lille hjul aflastning som muligt. Moderne toakslede jernbanegodsvogne har imidlertid en så stor længde mellem pufferne, at disse vogne ved kørsel under skubning af togdele er yderst tilbøjelige til at afspores.Due to the expected introduction of the automatic center buffer coupling, in the past, in accordance with UIC regulations ORE B 125 and ORE B 55, in two-axle rail freight wagons 10, as twistable chassis as possible has been developed, so that as low ramps and rail faults as small wheel relief as possible. However, modern two-axle rail freight wagons have such a great length between the puffs that when driving while pushing train parts, these wagons are highly prone to being derailed.

15 Hjul aflastningen af det inderste hjul i kurven bliver nemlig utilladelig høj ved stigende vognlængde, således at der ikke længere består nogen sikkerhed mod afsporing. For ved lange toakslede godsvogne at opnå sikkerhed mod afsporing skal godsvognen derfor have en nøjagtigt defineret vridningsstivhed, der er afhængig af 20 vognens længde mellem pufferne og dens egenvægt. Vridningsstivheden skal være større, jo lettere vognen er.15 The wheel load of the inner wheel of the basket becomes unacceptably high at increasing carriage length, so that there is no longer any security against derailment. Therefore, in order to achieve safety against derailment in long two-axle freight wagons, the freight wagon must have an precisely defined torsional rigidity, which depends on the length of the wagon between the puffs and its own weight. The torsional stiffness must be greater, the lighter the cart.

Da vridningsværdierne af en jernbanegodsvogns understel henholdsvis et jernbanegodsvognsunderstel af vridningsblød konstruktion selv med moderne databehandlingssystemer imidlertid kun 25 kan udfindes tilnærmelsesvis, skal jernbanegodsvognens nøjagtige vridningsstivhed fastslås ved hjælp af forsøg med prototyper.However, since the torsional values of a rail freight chassis or a rail freight chassis of torsion-soft construction even with modern data-processing systems can only be found approximately 25, the exact torsional rigidity of the rail freight has to be established by means of prototype tests.

Fra den tyske patentbeskrivelse nr. 2 030 278 kendes et understel til jernbanegodsvogne, ved hvilket de mellem de yderste længdedragere anbragte tværdragere er ledforbundne med længdedra-30 gerne. Ved hjælp af ledforbindelsen mellem tvær- og længdedragerne skal der opnås en så stor vridningsdygtighed af understellet, at det er muligt også til toakslede skinnekøretøjer uden boogier at anvende midterpufferkoblinger. Ved denne konstruktion er det imidlertid ikke muligt at lægge understellets vridningsværdi nøjagtigt fast inden 35 for de tilladelige værdier.German patent specification No. 2 030 278 discloses a chassis for rail freight cars, in which the transverse carriers arranged between the outermost longitudinal carriers are articulated with the longitudinal carriers. By means of the joint connection between the transverse and longitudinal beams, the torsional capacity of the chassis must be so high that it is possible to use two-axle rail vehicles without boogies in the middle buffer couplings. However, in this construction, it is not possible to accurately determine the torsional value of the chassis within 35 within the permissible values.

Fra den østtyske patentbeskrivelse nr. 101 344 kendes et understel til jernbanegodsvogne, ved hvilket de i puffernes lodrette længdemidterplaner anbragte længdedragere ved hjælp af to mellem de yderste længdedragere anbragte tværdragere er begrænsede tilFrom East German patent specification No. 101 344, a chassis is known for rail freight cars, in which the longitudinal supports arranged in the vertical longitudinal median planes of the puffs are limited to two transverse carriers.

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2 understellets endepartier. Herved opnås bl.a. den fordel, at understellets vridningskonstant formindskes, og understellet dermed er bedre sikret mod afsporing. Imidlertid giver heller ikke denne konstruktion mulighed for at udforme understellet nøjagtigt 5 torsionsstift inden for rammerne af de forudbestemte ønskede værdier.2 chassis end portions. Hereby, among other things, the advantage is that the chassis constant of the chassis is reduced and the chassis is thus better secured against derailment. However, this construction also does not allow the chassis to accurately design 5 torsion pins within the limits of the predetermined desired values.

Den tyske patentbeskrivelse nr. 1 030 855 beskriver et understel til jernbanegodsvogne, ved hvilket en eller flere længdedragere og en vognbund er forbundne med hinanden til en konstruk-10 tionsenhed. Formålet med denne udformning er ikke at give understellet en stor vridningsdygtighed men tværtimod at opnå en høj styrke ved ringe vægt af understellet, d.v.s. en meget stor vrid-ningsstivhed.German Patent Specification No. 1 030 855 discloses a rail freight chassis frame in which one or more longitudinal carriers and a carriage floor are connected to each other to a construction unit. The purpose of this design is not to give the chassis a high torsional ability but on the contrary to obtain a high strength at low weight of the chassis, i.e. a very high torsional rigidity.

Endelig kendes fra den tyske patentbeskrivelse nr. 1 046 658 15 et understel til skinnekøretøjer, ved hvilket der mellem et system af længde- og tværdragere yderligere er anbragt i køretøjets tværretning forløbende huldragere mellem de yderste længdedragere. Disse huldragere er vridningsstift forbundne med længdedragerne og tjener til at optage en midterpufferkobling på en sådan måde, at under-20 stellet er bedre beskyttet ved kraftige påløbsstød, idet midterpuf-ferkoblingen er ophængt excentrisk på huldrageren, således at huldrageren vridningspåvirkes ved påløbsstød og derved dæmper stødenergien. Huldrageren er desuden udformet med forudbestemte bruddannelsessteder, ved hvilke der i tilfælde af utilladelig store 25 stødkræfter sker brud på huldrageren, dersom pufferkoblingen overfører utilladeligt store stødkræfter. Herved undgås, at ødelæggende kræfter overføres til den øvrige understel konstruktion. Denne kendte med længdedragerne vridningsstift forbundne hule tværdrager har således udelukkende til opgave at virke som en torsionsstang til 30 oplagring af energi hidrørende fra kræfter, der udøves på midterpuf ferkobl i ngen, og i tilfælde af utilladelige kræfter da ved brud på de forudbestemte bruddannelsessteder at forhindre, at disse kræfter overføres til understel konstruktionen. Denne hule tværdrager giver således heller ikke mulighed nøjagtig fastlæggelse af under-35 stellets vridningsstivhed.Finally, from German Patent Specification No. 1 046 658 15 a rail vehicle frame is known in which, between a system of longitudinal and transverse carriers, additional hole carriers extending in the transverse direction of the vehicle are located between the outermost longitudinal carriers. These hollow supports are pivotally connected to the longitudinal supports and serve to receive a center buffer coupling in such a way that the frame is better protected by strong mounting shocks, with the center puff coupling being eccentrically suspended on the hollow carrier, so that the hollow carrier is twisted upon impact pads and impact energy. In addition, the hole carrier is designed with predetermined fracture sites, in which in the case of unacceptably large shocks, the hole carrier is broken if the buffer coupling transmits unduly large shocks. This avoids the transfer of destructive forces to the other frame structure. Thus, this known hollow transverse pin associated with the longitudinal supports has the sole function of acting as a torsion bar for storing energy arising from forces exerted on the middle puff coupling and, in the event of unauthorized forces, preventing breakage at the predetermined fracture sites. that these forces are transferred to the chassis construction. Thus, this hollow transverse carrier does not allow accurate determination of the torsional rigidity of the chassis.

Formålet med opfindelsen er at tilvejebringe et konstruktionselement til jernbanegodsvogne af den indledningsvis nævnte art, hvormed man med små økonomiske omkostninger kan lægge understellets og dermed jernbanegodsvognens vridningsværdi nøjagtigt fast inden 3The object of the invention is to provide a structural element for railway freight wagons of the type mentioned in the preamble, with which, at low economic costs, the torsional value of the chassis and thus the rail freight wagon can be accurately determined before 3.

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for de tilladelige værdier.for the permissible values.

Denne opgave løses ifølge opfindelsen ved hjælp af et understel af den indledningsvis nævnte art med de i krav l's kendetegnende del angivne ejendommeligheder. Ved hjælp af de defineret 5 torsionsstift udformede huldragere kan jernbanegodsvognens understel og dermed hele jernbanegodsvognen udformes nøjagtigt torsionsstift inden for rammerne af de forudbestemte ønskede værdier. Huldragerens tværsnit, dens vægtykkelse eller i huldragerens underside anbragte åbninger, hvis størrelse og form bestemmer huldragerens 10 torsionsstivhed, bestemmer herunder hele understellets og dermed jernbanegodsvognens torsionsstivhed. Huldragerne kan ifølge et udførelseseksempel på opfindelsen være udformede kasseformet med firkantet tværsnit, og som en i understellets tværdragere integreret konstruktionsdel til yderligere overførsel af lodrette kræfter.This object is solved according to the invention by means of a chassis of the type mentioned in the introduction with the characteristics specified in claim 1. With the aid of the defined 5 torsion pin shaped hollow carriers, the rail freight car chassis and thus the whole railway freight car can be precisely designed torsion pin within the limits of the predetermined desired values. The cross section of the hollow carrier, its wall thickness or the apertures located in the underside of the hollow carrier, the size and shape of which determines the torsional rigidity of the hollow carrier 10, including the entire torsional rigidity of the chassis and thus the rail freight car. According to an embodiment of the invention, the hollow supports may be box-shaped with square cross-section and as a structural part integrated in the transverse supports of the chassis for further transfer of vertical forces.

15 Ifølge et andet udførelseseksempel på opfindelsen kan hul drageren være udformet rørformet med et rundt tværsnit.According to another embodiment of the invention, the hollow carrier may be tubular shaped with a circular cross section.

Huldragerne er enten anbragt i vognens længdemidte, eller, dersom der kræves anbringelse af flere huldragere symmetrisk på begge sider af vognens længdemidte eller i vognens længdemidte og 20 symmetrisk på begge sider af vognens længdemidter. På grund af muligheden for anbringelse af en eller flere huldragere kan der for selv ekstremt vridningsbløde understel opnås den nødvendige vridningssti vhed. Ved udformningen af huldragerne som en kasseformet konstruktionsdel kan denne erstatte en eller flere tværdragere og 25 medanvendes til overførsel af de fra godset stammende lodrette kræfter.The hole supports are either located in the carriage's longitudinal center, or, if multiple hole carriers are required to be symmetrically arranged on either side of the carriage's longitudinal center or in the carriage's longitudinal center and symmetrically on both sides of the carriage's longitudinal center. Due to the possibility of positioning one or more hole carriers, the necessary torsional rigidity can be obtained for even extremely torsionally soft chassis. In designing the hollow carriers as a box-shaped structural member, it can replace one or more transverse carriers and be used to transfer the vertical forces originating from the goods.

Hensigtsmæssige udførelsesformer for genstanden ifølge opfindelsen, ved hvilke der opnås en torsionsstiv forbindelse af huldragerne med længdedragerne, og som udgør foretrukne anvendelser 30 for opfindelsen, fremgår af yderligere underkrav.Suitable embodiments of the article according to the invention, in which a torsional rigid connection of the hollow carriers with the longitudinal carriers, and which constitute preferred applications of the invention, are evident from further subclaims.

Ved hjælp af opfindelsen opnås, at understel!ene til kørsel med jernbanegodsvognene ved trækning er tilstrækkeligt vridningsbløde til, især ved overhøjderamper, navnlig S-kurver, og ved skinnefejl, at holde hjul aflastningerne inden for de tilladelige græn- 35 ser, og at jernbanegodsvognene ved kørsel under skubning af disse alligevel er tilstrækkeligt vridningsstive til ligeledes at holde aflastningen af hjulene ved indersiden af kurven inden for de tilladelige grænser. Disse fordele er især fremtrædende ved meget lange understel, f.eks. med en længde på over 13 m og/eller med kunBy means of the invention it is obtained that the subframes for driving with the rail freight wagons on towing are sufficiently torsionally soft, especially for overhead ramps, in particular S-curves, and for rail failure, to keep the wheel loadings within the permissible limits and that the rail freight wagons when driving while pushing these are nevertheless sufficiently torsional rigid to likewise keep the relief of the wheels at the inside of the curve within the permissible limits. These advantages are particularly prominent in very long chassis, e.g. with a length exceeding 13 m and / or with only

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4 to aksler.4 two shafts.

Enkeltheder ved opfindelsen forklares nærmere i det følgende under henvisning til de på tegningen viste udførelseseksempler. På tegningen viser: 5 fig. 1 et skematisk billede af et lodret længdesnit gennem understellet ifølge opfindelsen til en jernbanegodsvogn , fig. 2 et skematisk billede af en plantegning af det i fig. 1 viste understel med en del fjernet, 10 fig. 3 et skematisk billede af et lodret længdesnit gen nem en anden udførelsesform for et understel i-følge opfindelsen til en jernbagegodsvogn, og fig. 4 en skematisk plantegning af det i fig. 3 viste understel .Details of the invention will be explained in more detail below with reference to the exemplary embodiments shown in the drawing. In the drawing: FIG. 1 is a schematic view of a vertical longitudinal section through the chassis according to the invention to a rail freight car; FIG. 2 is a schematic view of a floor plan of the embodiment of FIG. 1 with a part removed, FIG. Fig. 3 is a schematic view of a vertical longitudinal section through another embodiment of a chassis according to the invention for an iron baggage wagon; 4 is a schematic floor plan of the embodiment of FIG. 3.

15 I det i fig. 1 viste understel til en jernbanegodsvogn er der mellem de yderste længdedragere 1 anbragt huldragere 2, som er torsionsstift forbundet med de yderste længdedragere 1. Huldragerne 2 er kasseformede med rektangulært tværsnit, og vægtykkelsen og tværsnittet af hver huldrager er dimensioneret svarende til de tor-20 sionskræfter, der skal optages. I undersiden 2a af huldrageren er anbragt åbninger 3, ved hjælp af hvis dimensionering der kan opnås en eventuel senere finafstemning af torsionsstivheden. Hver huldrager 2 er integreret på en sådan måde i understellets system af tværdragere 4, at den enten anvendes direkte som understøtning for 25 gulvet 5 eller indirekte over bunddragere 6 bidrager til understøtning af gulvet 5. Huldragerne 2 kan alt efter den krævede vrid-ningsstivhed af understellet være anbragte i vognens længdemidte, symmetrisk på begge sider af vognens længdemidte eller i vognens længdemidte og symmetrisk på begge sider af vognens længdemidte.15 In the embodiment of FIG. 1 for a rail freight wagon, hollow supports 2 are provided between the outermost longitudinal supports 1, which are torsionally connected to the outermost longitudinal supports 1. The hollow supports 2 are box-shaped with rectangular cross-section, and the wall thickness and cross-section of each hollow carrier are dimensioned corresponding to the torches 20. sion forces to be absorbed. On the underside 2a of the hollow carrier openings 3 are arranged, by means of which dimensioning a possible later fine tuning of the torsional stiffness can be obtained. Each hole carrier 2 is integrated in such a way as to support the floor 5 or indirectly over the bottom supports 6 in the chassis system of transverse supports 4. the chassis shall be located in the longitudinal center of the carriage, symmetrical on both sides of the longitudinal center of the carriage or in the longitudinal center of the carriage and symmetrical on both sides of the longitudinal center of the carriage.

30 I det i fig. 3 og 4 viste udførelseseksempel for opfindelsen er der i jernbanegodsvognens understel anbragt huldragere 9 med rundt tværsnit mellem de yderste længdedragere 8. Disse huldragere 9 er i deres tværsnit og deres vægtykkelse ligeledes dimensionerede efter den nødvendige vridningsstivhed. Disse rørformede huldragere 9 35 kan ligesom ved det første udførelseseksempel for opfindelsen være anbragt i vognens længdemidte, symmetrisk på hver sin side af vognens længdemidte eller både i vognens længdemidte og symmetrisk begge på sider af vognens længdemidte.30 In the embodiment of FIG. 3 and 4 of the invention, hollow supports 9 having a circular cross-section between the outermost longitudinal supports 8 are arranged in the base of the rail freight wagon. These hollow supports 9 are also dimensioned according to the required torsional rigidity in their cross-section and their wall thickness. These tubular hollow supports 9 35 may, as in the first embodiment of the invention, be arranged in the carriage's longitudinal center, symmetrically on either side of the carriage's longitudinal center, or both in the cargo's longitudinal center and symmetrically on both sides of the carriage's longitudinal center.

Claims

1. Rail freight chassis (a) without torsionally rigid body and at least consisting of 5 (b) outermost longitudinal supports (1 and 8) and (c) between these fixed transverse supports (4) and (d) at least one more between the outermost longitudinal supports (1 and 8, respectively). 8) arranged in the longitudinal direction of the carriage and e) with the outermost longitudinal supports (1 and 8, respectively) of the twisting pins 10 connected to the hollow supports (2 and 9, respectively), characterized by, (f) the system of outermost longitudinal supports (1 and 8 respectively) not provided. and the transverse supports (4) disposed therebetween have such a small torsional rigidity that such torsional rigidity is too small for the chassis lightly; (g) the desired and necessary torsional rigidity of the chassis is obtained by each hollow carrier (2 and 9, respectively) being designed in such a manner with a specially determined torsional rigidity that this torsional rigidity determines the entire torsional rigidity of the chassis and thus the railroad freight wagon and (h) that apertures (3) in the underside of the hollow carriers by their shape and size or the cross section or wall thickness of the hollow carriers or several of these parameters together determine the torsional rigidity of the hollow carriers (2 and 9, respectively).

Chassis according to claim 1, characterized in that the hollow carrier (2) is shaped box-shaped with a square cross-section and as a structural part integrated in the transverse supports (4) for transferring vertical forces.

Chassis according to claim 1, characterized in that the hollow carrier (9) is of tubular shape with a circular cross section.

Chassis according to claims 1-3, characterized in that the hollow carrier (2 and 9, respectively) is arranged in the longitudinal center of the carriage or that several hollow carriers (2 and 9, respectively) are arranged symmetrically 35 on both sides of the caravan's longitudinal center or both in the caravan's longitudinal center and symmetrical on both sides of the carriage's longitudinal center.

Frame according to any one of claims 1-4, characterized in that it has two shafts.

Frame according to any one of claims 1-5, characterized in that the hollow carriers (2 and 9 respectively) are welded along their entire circumference at the ends to lateral surfaces of the longitudinal carriers (1 and 8, respectively).

Chassis according to any one of claims 1-6, characterized in that its length measured between the buffers is over 13 m.

The chassis according to any one of claims 1-7, characterized in that it has at each end two symmetrically in relation to its longitudinal centerline 10 extending in the direction of travel.

Chassis according to claim 8, characterized in that the side spacing between the longitudinal supports (1 and 8, respectively) is at least as great as the spacing between the side buffers. 15 20 25 30 35