EP0182138B1 - Underframes for railway freight cars - Google Patents

Underframes for railway freight cars Download PDF

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Publication number
EP0182138B1
EP0182138B1 EP85113438A EP85113438A EP0182138B1 EP 0182138 B1 EP0182138 B1 EP 0182138B1 EP 85113438 A EP85113438 A EP 85113438A EP 85113438 A EP85113438 A EP 85113438A EP 0182138 B1 EP0182138 B1 EP 0182138B1
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EP
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Prior art keywords
bearers
hollow
underframe
car
torsional rigidity
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EP85113438A
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German (de)
French (fr)
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EP0182138A3 (en
EP0182138A2 (en
Inventor
Karl-Dieter Dipl.-Ing. Reemtsema
Peter Wackermann
Günter Ahlborn
Ulrich Dipl.-Ing. Bergner
Klaus Keil
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Waggon Union GmbH
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Waggon Union GmbH
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Priority to AT85113438T priority Critical patent/ATE57348T1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes

Definitions

  • the invention relates to a base frame for rail freight wagons without torsionally rigid car bodies, at least consisting of outer side members and cross members fixedly arranged between them, and at least one additional hollow member arranged between the outer side members in the transverse direction of the wagon and torsionally connected to the outer side members.
  • the torsional stiffness of the wagon In order to ensure derailment security for long two-axle freight wagons, the torsional stiffness of the wagon must therefore be precisely defined, the torsional stiffness depending on the length over buffers and the weight of the wagon. The lighter the car, the higher the torsional stiffness.
  • a base frame for rail freight wagons is known, in which the cross members arranged between the outer side members in the wagon transverse direction are articulated to the side members.
  • These known underframes are intended to carry both the car body and the drives, as well as head carriers on the front sides for receiving central buffer couplings.
  • Such an articulated connection between cross members and side members is intended to achieve a high torsional strength of the underframe.
  • This is intended to solve the problem of making central buffer couplings usable for biaxial rail vehicles without bogies, without endangering the safety against derailment.
  • an extreme torsional strength of the underframe is therefore sought to increase the safety against derailment, specifically for those underframes in which both a stiffening frame for the car body and head supports for receiving middle buffer couplings are integrated.
  • this known hollow beam is provided with solar break points.
  • the hollow cross member is rotatably mounted in the area of additionally provided central struts. These center struts are necessary due to the eccentric mounting, in order to be able to better transfer the moments emanating from the coupling into the base frame.
  • the object of the invention is to precisely define the torsional value of the undercarriage and thus the railway freight wagon within the permissible values for undercarriages of railway freight wagons of the type mentioned at the outset with little economic outlay.
  • the system not yet containing the hollow beams from the outer longitudinal beams and the cross beams fixed between them has such a low torsional stiffness that this torsional rigidity alone is still too low for the base frame that the Desired and required torsional rigidity of the base frame is achieved in that each of the hollow beams with a specifically defined torsional rigidity ver it can be seen that this torsional rigidity determines the torsional rigidity of the entire underframe and thus of the rail freight wagon, and that openings on the underside of the hollow girders determine the size of the torsional rigidity of the hollow girders by shape and size or the cross sections of the hollow girders or the wall thickness of the hollow girders or several of these parameters .
  • the hollow beams which are designed to be torsionally rigid, the undercarriage of the rail freight wagon and thus the entire rail freight wagon can be designed to be torsionally rigid within the framework of the specified target values.
  • the hollow beams can be box-shaped with a rectangular cross-section and as a component integrated in the crossbeams of the base frame for additional transfer of vertical forces.
  • the hollow support can be tubular with a round cross section.
  • the hollow girders are arranged either in the center of the wagon or, if several hollow girders are required, symmetrically on both sides to the center of the wagon or in the center of the wagon and symmetrically on both sides of the center of the wagon. Due to the possible arrangement of one or more hollow girders, extremely torsion-resistant bases can be equipped with the required torsional rigidity. When the hollow girders are designed as a box-shaped component, they can replace one or more cross girders and can also be used to transfer the vertical forces arising from the payload.
  • the underframes for pulling the rail freight wagons are sufficiently torsionally soft to keep wheel relief in the area of canting ramps, in particular S-curves, and in the event of track errors within the permissible limits, and on the other hand sufficiently rigid for pushing the rail freight wagons are in order to keep the wheel relief of the wheels inside the curve within the permissible limits.
  • These advantages are particularly noticeable at extreme, e.g. more than 13m long and / or only two axes underframes are particularly noticeable.
  • the torsional stiffness is higher the lighter and / or longer the rail freight wagons are.
  • the number of crossbeams which are always required apart from the hollow beams and are fixedly arranged between the longitudinal beams is not important for the application of the invention.
  • hollow beams 2 are arranged between the outer side members 1 and connected to the outer side members 1 in a torsion-resistant manner.
  • the hollow beams 2 are box-shaped with a rectangular cross section, the wall thickness of each hollow beam and its cross section being dimensioned in accordance with the torsional forces to be absorbed.
  • Openings 3 are arranged in the underside 2a of the hollow beam, by means of which the dimensions can be used to subsequently fine-tune the torsional rigidity.
  • Each hollow beam 2 is integrated in the system of the cross member 4 of the base frame that it is used either directly as a support for the floor 5 or indirectly via the floor support 6 to support the floor 5.
  • the hollow beams 2 can be arranged in the longitudinal center of the carriage, symmetrically on both sides of the longitudinal center of the carriage or in the center of the longitudinal carriage and symmetrically on both sides of the longitudinal center of the carriage.
  • tubular hollow girders 9 with a round cross section are arranged in the underframe of the railway freight wagon between outer longitudinal beams 8.
  • the dimensioning of these hollow girders9 in cross-section and in their wall thickness is again carried out in accordance with the required torsional rigidity.
  • these tubular hollow beams 9 can be arranged again in the longitudinal center of the wagon, symmetrically on both sides of the wagon longitudinal center or in the wagon longitudinal center and symmetrically on both sides of the wagon longitudinal center.

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

Die Erfindung betrifft ein Untergestell für Eisenbahngüterwagen ohne verwindungssteifen Wagenkasten, zumindest bestehend aus äußeren Längsträgern und zwischen diesen fest angeordneten Querträgern sowie mindestens einem zusätzlichen, zwischen den äußeren Längsträgern in Wagenquerrichtung angeordneten und mit den äußeren Längsträgern torsionsfest verbundenen Hohlträgern.The invention relates to a base frame for rail freight wagons without torsionally rigid car bodies, at least consisting of outer side members and cross members fixedly arranged between them, and at least one additional hollow member arranged between the outer side members in the transverse direction of the wagon and torsionally connected to the outer side members.

Aufgrund der zu erwartenden Einführung der automatischen Mittelpufferkupplung wurden in der Vergangenheit durch die UIC-Vorschriften ORE B 125 und ORE B 55 bei zweiachsigen Eisenbahngüterwagen möglichst verwindungsweiche Untergestelle entwickelt, damit in Überhöhungsrampen und bei Gleisfehlern eine möglichst geringe Radentlastung auftritt. Moderne zweiachsige Eisenbahngüterwagen haben jedoch inzwischen eine so große Länge über Puffer erreicht, daß beim Nachschieben von Zugteilen diese Wagen extrem zur Entgleisung neigen. Die Radentlastung des kurveninneren Rades wird dabei bei zunehmender Wagenlänge unzulässig hoch, so daß die Entgleisungssicherheit nicht mehr gewährleistet ist. Um bei langen zweiachsigen Güterwagen die Entgleisungssicherheit zu gewährleisten, muß daher die Verwindungssteifigkeit des Wagens genau definiert sein, wobei die Verwindungssteifigkeit in Abhängigkeit von der Länge über Puffer und von dem Eigengewicht des Wagens steht. Hierbei muß die Verwindungssteifigkeit um so höher sein, je leichter der Wagen ist.Due to the expected introduction of the automatic center buffer coupling, the UIC regulations ORE B 125 and ORE B 55 in the past have been used to develop torsionally soft bases for two-axle rail freight wagons so that the least possible wheel relief occurs in canting ramps and track errors. However, modern two-axle rail freight wagons have now reached such a great length over buffers that these wagons are extremely prone to derailment when trains are being pushed. The relief of the wheel on the inside of the curve becomes impermissibly high as the length of the car increases, so that derailment safety is no longer guaranteed. In order to ensure derailment security for long two-axle freight wagons, the torsional stiffness of the wagon must therefore be precisely defined, the torsional stiffness depending on the length over buffers and the weight of the wagon. The lighter the car, the higher the torsional stiffness.

Da jedoch auch über moderne Rechnersysteme die Verwindungswerte eines Eisenbahngüterwagen-Untergestells bzw. eines Eisenbahngüterwagen-Untergestells mit verwindungsweichem Aufbau nur annähernd zu ermitteln sind, muß über Versuchsprogramme an Prototypen die exakte Verwindungssteifigkeit des Eisenbahngüterwagens nachgewiesen werden.However, since the torsional values of a rail freight wagon underframe or a rail freight wagon underframe with a torsionally soft structure can only be determined approximately using modern computer systems, the exact torsional stiffness of the rail freight wagon must be verified using test programs on prototypes.

Aus der DE-B-2 030 278 ist ein Untergestell für Eisenbahngüterwagen bekannt, bei dem die zwischen den äußeren Längsträgern in Wagenquerrichtung angeordneten Querträger mit den Längsträgern gelenkig verbunden sind. Diese bekannten Untergestelle sollen sowohl den Wagenaufbau als auch die Laufwerke sowie an den Stirnseiten Kopfträger zur Aufnahme von Mittelpufferkupplungen tragen. Durch eine solche gelenkige Verbindung zwischen Quer- und Längsträgern soll eine hohe Verwindungsfähigkeit des Untergestells erzielt werden. Hierdurch soll das problem gelöst werden, Mittelpufferkupplungen auch für zweiachsige Schienenfahrzeuge ohhe Drehgestell verwendbar zu machen, ohne daß die Entgleisungssicherheit gefährdet wird. Bei diesem bekannten Untergestell wird also eine extreme Verwindungsfähigkeit des Untergestells zur Erhöhung der Entgleisungssicherheit angestrebt, und zwar für solche Untergestelle, in die sowohl ein Versteifungsrahmen für den Wagenaufbau als auch Kopfträger zur Aufnahme von Mittelpufferkupplungen integriert sind.From DE-B-2 030 278 a base frame for rail freight wagons is known, in which the cross members arranged between the outer side members in the wagon transverse direction are articulated to the side members. These known underframes are intended to carry both the car body and the drives, as well as head carriers on the front sides for receiving central buffer couplings. Such an articulated connection between cross members and side members is intended to achieve a high torsional strength of the underframe. This is intended to solve the problem of making central buffer couplings usable for biaxial rail vehicles without bogies, without endangering the safety against derailment. In this known underframe, an extreme torsional strength of the underframe is therefore sought to increase the safety against derailment, specifically for those underframes in which both a stiffening frame for the car body and head supports for receiving middle buffer couplings are integrated.

Aus der DE-B-10 46 658, von der die Erfindung ausgeht, ist ein anderes Untergestell für Schienenfahrzeuge bekannt, bei dem zwischen einem System aus Längs- und Querträgern zusätzlich Hohlträger in Wagenquerrichtung zwischen den äußeren Längsträgern angeordnet und mit diesen torsionsfest verbunden sind. Diese zusätzlichen, torsionsfest mit den Längsträgern verbundenen hohlen Querträger dienen dem Zweck, eine Mittelpufferkupplung derart aufzunehmen, daß das Untergestell bei starken Auflaufstößen besser geschützt wird. Insbesondere soll das Trägersystem zur Aufnahme der Mittelpufferkupplungen leicht auswechselbar sein, um im Falle von Beschädigungen zeitraubende und kostspielige Instandsetzungsarbeiten zu vermeiden. Die Torsionsfestigkeit derVerbindung zwischen dem hohlen Querträger und den Längsträgern ist deshalb erforderlich, weil die Mittelpufferkupplung exzentrisch an dem hohlen Querträger aufgehängt wird und deshalb der hohle Querträger extrem auf Torsion beansprucht wird.From DE-B-10 46 658, from which the invention is based, another underframe for rail vehicles is known in which, between a system of longitudinal and transverse beams, additional hollow beams are arranged in the transverse direction of the carriage between the outer longitudinal beams and connected to them in a torsion-resistant manner. These additional hollow cross members, which are connected to the longitudinal members in a torsion-resistant manner, serve the purpose of accommodating a central buffer coupling in such a way that the underframe is better protected in the event of strong impact impacts. In particular, the carrier system for receiving the center buffer couplings should be easy to replace, in order to avoid time-consuming and expensive repair work in the event of damage. The torsional strength of the connection between the hollow cross member and the longitudinal members is necessary because the central buffer coupling is suspended eccentrically on the hollow cross member and therefore the hollow cross member is subjected to extreme torsional stress.

Um im Falle allzu hoher Torsionskräfte eine Beschädigung des Untergestells zu vermeiden, wird dieser bekannte Hohlträger mit Solibruchstellen versehen. Um ferner zu erreichen, daß diese Sollbruchstellen auch ungehindert wirksam werden können, ist der hohle Querträger im Bereich zusätzlich vorgesehener Mittelstreben drehbar gelagert. Diese Mittelstreben sind aufgrund der außermittigen Lagerung erforderlich, um die durch Stoßkräfte von der Kupplung ausgehenden Momente besser in das Untergestell überleiten zu können. Diese bekannten, an den Längsträgern oder Seitenwänden torsionsfest angeschlossenen hohlen Querträger haben einzig und allein die Aufgabe, die bei Mittelpufferkupplungen auftretenden Stoßenergien nach der Art eines Torsionsstabes zu speichern und (bei Überbelastung) durch Verformung im Bereich der Sollbruchstelle zu "vernichten", um so das Untergestell vor Beschädigungen zu schützen. Diese Aufgabe können die zusätzlichen hohlen Querträger aber nur dann erfüllen, wenn das Untergestell bereits von Hause aus, d.h. ohne diese speziellen hohlen Querträger ausreichend verwindungssteif ist.In order to avoid damage to the underframe in the event of excessive torsional forces, this known hollow beam is provided with solar break points. In order to further ensure that these predetermined breaking points can also act unhindered, the hollow cross member is rotatably mounted in the area of additionally provided central struts. These center struts are necessary due to the eccentric mounting, in order to be able to better transfer the moments emanating from the coupling into the base frame. These known, hollow cross members connected torsion-proof to the side members or side walls have the sole task of storing the impact energies occurring in central buffer couplings in the manner of a torsion bar and (in the event of overloading) by "deforming" them in the area of the predetermined breaking point in order to "destroy" them Protect the base frame from damage. The additional hollow crossbeams can only fulfill this task if the underframe is already in place, i.e. is sufficiently torsionally rigid without these special hollow cross members.

Davon ausgehend liegt der Erfindung die Aufgabe zugrunde, für Untergestelle von Eisenbahngüterwagen der eingangs genannten Art bei geringem wirtschaftlichem Aufwand den Verwindungswert des Untergestells und damit des Eisenbahngüterwagens innerhalb der zulässigen Werte genau festzulegen.Proceeding from this, the object of the invention is to precisely define the torsional value of the undercarriage and thus the railway freight wagon within the permissible values for undercarriages of railway freight wagons of the type mentioned at the outset with little economic outlay.

Diese Aufgabe wird gemäß der Erfindung dadurch gelöst, daß das die Hohlträger noch nicht enthaltende System aus äußeren Längsträgern und den zwischen diesen fest angeordneten Querträgern eine derart geringe Verwindungssteifigkeit aufweist, daß diese Verwindungssteifigkeit für sich allein genommen für das Untergestell noch zu gering ist, daß die gewünschte und erforderliche Torsionssteifigkeit des Untergestells dadurch erreicht wird, daß jeder der Hohlträger mit einer speziell festgelegten Torsionssteifigkeit derart versehen ist, daß diese Torsionssteifigkeit die Torsionssteifigkeit des gesamten Untergestells und damit des Eisenbahngüterwagens bestimmt und daß Öffnungen auf der Unterseite der Hohlträger durch Form und Größe oder die Querschnitte der Hohlträger oder die Wandstärke der Hohlträger oder mehrere dieser Parameter gemeinsam die Größe der Torsionssteifigkeit der Hohlträger bestimmen.This object is achieved according to the invention in that the system not yet containing the hollow beams from the outer longitudinal beams and the cross beams fixed between them has such a low torsional stiffness that this torsional rigidity alone is still too low for the base frame that the Desired and required torsional rigidity of the base frame is achieved in that each of the hollow beams with a specifically defined torsional rigidity ver it can be seen that this torsional rigidity determines the torsional rigidity of the entire underframe and thus of the rail freight wagon, and that openings on the underside of the hollow girders determine the size of the torsional rigidity of the hollow girders by shape and size or the cross sections of the hollow girders or the wall thickness of the hollow girders or several of these parameters .

Durch die definiert torsionssteif ausgebildeten Hohlträger kann das Untergestell des Eisenbahngüterwagens und damit der gesamte Eisenbahngüterwagen genau definiert im Rahmen dervorgegebenen Sollwerte torsionssteif ausgebildet werden. Die Hohlträger können dabei nach einem Ausführungsbeispiel der Erfindung kastenförmig mit rechteckigem Querschnitt und als in die Querträger des Untergestells integriertes Bauteil zur zusätzlichen Überleitung von Vertikalkräften ausgebildet sein.Thanks to the hollow beams, which are designed to be torsionally rigid, the undercarriage of the rail freight wagon and thus the entire rail freight wagon can be designed to be torsionally rigid within the framework of the specified target values. According to one embodiment of the invention, the hollow beams can be box-shaped with a rectangular cross-section and as a component integrated in the crossbeams of the base frame for additional transfer of vertical forces.

Nach einem anderen Ausführungsbeispiel der Erfindung kann der Hohlträger rohrförmig mit rundem Querschnitt ausgebildet sein.According to another embodiment of the invention, the hollow support can be tubular with a round cross section.

Die Hohlträger sind dabei entweder in Wagenlängsmitte oder bei erforderlicher Anordnung mehrerer Hohlträger beidseitig symmetrisch zur Wagenlängsmitte oder in Wagenlängsmitte und beidseitig symmetrisch zur Wagenlängsmitte angeordnet. Durch die mögliche Anordnung eines oder mehrerer Hohlträger können dabei auch extrem verwindungsweiche Untergestelle mit der erforderlichen Verwindungssteifigkeit ausgerüstetwerden. Bei der Ausbildung der Hohlträger als kastenförmiges Bauteil kann dieser einen oder mehrere Querträger ersetzen und zur Überleitung der aus der Zuladung entstehenden Vertikalkräfte mitverwendet werden.The hollow girders are arranged either in the center of the wagon or, if several hollow girders are required, symmetrically on both sides to the center of the wagon or in the center of the wagon and symmetrically on both sides of the center of the wagon. Due to the possible arrangement of one or more hollow girders, extremely torsion-resistant bases can be equipped with the required torsional rigidity. When the hollow girders are designed as a box-shaped component, they can replace one or more cross girders and can also be used to transfer the vertical forces arising from the payload.

Zweckmäßige Ausgestaltungen des Erfindungsgegenstandes, die insbesondere die Torsionsfestigkeit der Verbindung der Hohlträger mit den Längsträgern gewährleisten sowie bevorzugte Anwendungen der Erfindung kennzeichnen, sind in weiteren Ansprüchen enthalten.Appropriate embodiments of the subject matter of the invention, which in particular ensure the torsional strength of the connection of the hollow beams to the longitudinal beams and characterize preferred applications of the invention, are contained in further claims.

Insgesamt wird durch die Erfindung erreicht, daß die Untergestelle für das Ziehen der Eisenbahngüterwagen hinreichend verwindungsweich sind, um Radentlastungen im Bereich von Überhöhungsrampen, insbesondere S-Kurven, und bei Gleisfehlern in den zulässigen Grenzen zu halten, und andererseits für das Schieben der Eisenbahngüterwagen hinreichend verwindungssteif sind, um die Radentlastungen der kurveninneren Räder ebenfalls in den zulässigen Grenzen zu halten. Diese Vorteile machen sich insbesondere bei extrem, z.B. mehr als 13m langen und/oder lediglich zwei Achsen aufweisenden Untergestellen besonders gravierend bemerkbar. Hierbei ist die Verwindungssteifigkeit um so höher, je leichter und/oder länger die Eisenbahngüterwagen sind. Im übrigen kommt es für die Anwendung der Erfindung nicht auf die Anzahl der außer den Hohlträgern stets erforderlichen, zwischen den Längsträgern fest angeordneten Querträger an.Overall, it is achieved by the invention that the underframes for pulling the rail freight wagons are sufficiently torsionally soft to keep wheel relief in the area of canting ramps, in particular S-curves, and in the event of track errors within the permissible limits, and on the other hand sufficiently rigid for pushing the rail freight wagons are in order to keep the wheel relief of the wheels inside the curve within the permissible limits. These advantages are particularly noticeable at extreme, e.g. more than 13m long and / or only two axes underframes are particularly noticeable. The torsional stiffness is higher the lighter and / or longer the rail freight wagons are. For the rest, the number of crossbeams which are always required apart from the hollow beams and are fixedly arranged between the longitudinal beams is not important for the application of the invention.

Einzelheiten der Erfindung sind anhand von Ausführungsbeispielen in derZeichnung erläutert. Es zeigen

  • Fig. 1 einen vertikalen Längsschnitt durch das Untergestell eines Eisenbahngüterwangs der Erfindung in schematischer Darstellung,
  • Fig. 2 die Draufsicht auf das Untergestell nach Fig. 1 zum Teil aufgebrochen in schematischer Darstellung,
  • Fig. 3 einen vertikalen Längsschnitt durch das Untergestell eines Eisenbahngüterwagens gemäß einem zweiten Ausführungsbeispiel der Erfindung in schematischer Darstellung,
  • Fig. 4 die Draufsicht auf das Untergestell nach Fig. 3 in schematischer Darstellung.
Details of the invention are explained using exemplary embodiments in the drawing. Show it
  • 1 shows a vertical longitudinal section through the underframe of a railway freight winger of the invention in a schematic illustration,
  • 2 shows a top view of the base frame according to FIG. 1, partly broken away, in a schematic illustration,
  • 3 shows a vertical longitudinal section through the underframe of a rail freight wagon according to a second exemplary embodiment of the invention in a schematic illustration,
  • Fig. 4 is a plan view of the base frame of FIG. 3 in a schematic representation.

In dem in Fig. 1 dargestellten Untergestell eines Eisenbahngüterwagens sind zwischen den äußeren Längsträgern 1 Hohlträger 2 angeordnet und mit den äußeren Längsträgern 1 torsionsfest verbunden. Die Hohlträger 2 sind dabei kastenförmig mit rechteckigem Querschnitt ausgebildet, wobei die Wandstärke jedes Hohlträgers und dessen Querschnitt entsprechend den aufzunehmenden Torsionskräften dimensioniert sind. In der Unterseite 2a des Hohlträgers sind dabei Öffnungen 3 angeordnet, mittels deren Dimensionierung eine gegebenfalls nachträgliche Feinabstimmung der Torsionssteifigkeit erreicht werden kann. Jeder Hohlträger 2 ist dabei so in das System der Querträger 4 des Untergestells integriert, daß er entweder direkt als Auflage für den Fußboden 5 oder indirekt über Fußbodenträger 6 zur Auflage des Fußbodens 5 mitverwendet wird. Die Anordnung der Hohlträger 2 kann dabei je nach erforderlicher Verwindungssteifigkeit des Untergestells in Wagenlängsmitte, symmetrisch beidseitig der Wagenlängsmitte oder in Wagenlängsmitte und symmetrisch beidseitig der Wagenlängsmitte erfolgen.In the underframe of a railway freight wagon shown in FIG. 1, hollow beams 2 are arranged between the outer side members 1 and connected to the outer side members 1 in a torsion-resistant manner. The hollow beams 2 are box-shaped with a rectangular cross section, the wall thickness of each hollow beam and its cross section being dimensioned in accordance with the torsional forces to be absorbed. Openings 3 are arranged in the underside 2a of the hollow beam, by means of which the dimensions can be used to subsequently fine-tune the torsional rigidity. Each hollow beam 2 is integrated in the system of the cross member 4 of the base frame that it is used either directly as a support for the floor 5 or indirectly via the floor support 6 to support the floor 5. Depending on the required torsional rigidity of the underframe, the hollow beams 2 can be arranged in the longitudinal center of the carriage, symmetrically on both sides of the longitudinal center of the carriage or in the center of the longitudinal carriage and symmetrically on both sides of the longitudinal center of the carriage.

In dem in den Figuren 3 und 4 dargestellen Ausführungsbeispiel der Erfindung sind in dem Untergestell des Eisenbahngüterwagens zwischen äußeren Längsträgern 8 rohrförmige Hohlträger 9 mit rundem Querschnitt angeordnet. Die Bemessung dieser Hohlträger9 im Querschnitt und in ihrer Wandstärke erfolgt ebenfalls wieder entsprechend der geforderten Verwindungssteifigkeit. Die Anordnung dieser rohrförmigen Hohlträger 9 kann wie bei dem ersten Ausführungsbeispiel der Erfindung wieder in Wagenlängsmitte, beidseitig symmetrisch der Wagenlängsmitte oder in Wagenlängsmitte und beidseitig symmetrisch der Wagenlängsmitte erfolgen.In the exemplary embodiment of the invention shown in FIGS. 3 and 4, tubular hollow girders 9 with a round cross section are arranged in the underframe of the railway freight wagon between outer longitudinal beams 8. The dimensioning of these hollow girders9 in cross-section and in their wall thickness is again carried out in accordance with the required torsional rigidity. As in the first embodiment of the invention, these tubular hollow beams 9 can be arranged again in the longitudinal center of the wagon, symmetrically on both sides of the wagon longitudinal center or in the wagon longitudinal center and symmetrically on both sides of the wagon longitudinal center.

Claims (9)

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.
2. Underframe according to Claim 1, characterised in that the hollow bearer (2) is constructed in the shape of a box having a rectangular cross- section and as a component integrated into the transverse bearers (4) for the transmission of vertical forces.
3. Underframe according to Claim 1, characterised in that the hollow bearer (9) is constructed in the shape of a tube having a round cross- section.
4. Underframe according to Claims 1 to 3, characterised in that the hollow bearer (2 or 9) is arranged either in the longitudinal centre of the car or a plurality of hollow bearers (2 or 9) are arranged on either side symmetrical with respect to the longitudinal centre of the car or in the longitudinal centre of the car and on either side symmetrical with respect to the longitudinal centre of the car.
5. Underframe according to one of Claims 1 to 4, characterised that it has two axles.
6. Underframe according to one of Claims 1 to 5, characterised in that the end faces of the hollow bearers (2 or 9) are welded along their entire length onto side surfaces of the longitudinal bearers (1 or 8).
7. Underframe according to one of Claims 1 to 6, characterised in that its length measured over the buffers is more than 13m.
8. Underframe according to one of Claims 1 to 7, characterised in that it has on both end faces respectively two side buffers arranged symmetrical with respect to its longitudinal centre line extending in the direction of travel.
9. Underframe according to Claim 8, characterised in that the lateral spacing between the longitudinal bearers (1 or 8) is at least as large as the lateral spacing between the side buffers.
EP85113438A 1984-11-16 1985-10-23 Underframes for railway freight cars Expired - Lifetime EP0182138B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85113438T ATE57348T1 (en) 1984-11-16 1985-10-23 UNDERFRAMES FOR RAILWAY FREIGHT CARS.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3442046 1984-11-16
DE19843442046 DE3442046A1 (en) 1984-11-16 1984-11-16 BASE FOR RAILWAY VEHICLES

Publications (3)

Publication Number Publication Date
EP0182138A2 EP0182138A2 (en) 1986-05-28
EP0182138A3 EP0182138A3 (en) 1987-01-21
EP0182138B1 true EP0182138B1 (en) 1990-10-10

Family

ID=6250529

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85113438A Expired - Lifetime EP0182138B1 (en) 1984-11-16 1985-10-23 Underframes for railway freight cars

Country Status (14)

Country Link
EP (1) EP0182138B1 (en)
AT (1) ATE57348T1 (en)
CZ (1) CZ278887B6 (en)
DD (1) DD243678A5 (en)
DE (1) DE3442046A1 (en)
DK (1) DK159385C (en)
ES (1) ES296329Y (en)
FI (1) FI85247C (en)
HU (1) HU195152B (en)
NO (1) NO166072C (en)
PL (1) PL151533B1 (en)
PT (1) PT81486B (en)
RO (1) RO94260B (en)
SK (1) SK807785A3 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3808800A1 (en) * 1988-03-16 1989-10-05 Graaff Kg BASE FOR RAILWAY VEHICLES
DE3911138A1 (en) * 1989-04-06 1990-10-11 Talbot Waggonfab Underframe for double-axle railway goods wagons
AT394531B (en) * 1990-01-19 1992-04-27 Jenbacher Werke Ag Rail vehicle, in particular double-axle goods wagon
DE9314921U1 (en) * 1993-10-01 1994-01-27 Dessau Waggonbau Gmbh Base for rail freight wagons

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE647984C (en) * 1935-05-04 1937-07-17 Daimler Benz Akt Ges Frames for motor vehicles
BE496547A (en) * 1945-03-02
DE1046658B (en) * 1958-01-08 1958-12-18 Uerdingen Ag Waggonfabrik Carrier system for mounting central buffer couplings on rail vehicles
DE2030278C3 (en) * 1970-06-19 1974-09-26 Waggonfabrik Talbot, 5100 Aachen Underframe for two-axle rail vehicles
DD101344A1 (en) * 1972-12-15 1973-11-12
DD204665B1 (en) * 1982-02-25 1986-12-10 Niesky Waggonbau Veb AXLE SUPPORT FOR 2-AXIS RAIL VEHICLES

Also Published As

Publication number Publication date
HUT40043A (en) 1986-11-28
CZ278887B6 (en) 1994-08-17
SK277953B6 (en) 1995-09-13
DK519085A (en) 1986-05-17
SK807785A3 (en) 1995-09-13
FI854230L (en) 1986-05-17
PT81486B (en) 1987-09-18
HU195152B (en) 1988-04-28
CZ807785A3 (en) 1994-03-16
ES296329Y (en) 1988-04-16
PT81486A (en) 1985-12-01
FI85247C (en) 1993-07-26
DE3442046C2 (en) 1992-10-29
DK159385B (en) 1990-10-08
PL151533B1 (en) 1990-09-28
FI854230A0 (en) 1985-10-28
RO94260A (en) 1988-03-30
NO166072C (en) 1991-05-29
FI85247B (en) 1991-12-13
DK519085D0 (en) 1985-11-11
EP0182138A3 (en) 1987-01-21
DD243678A5 (en) 1987-03-11
ES296329U (en) 1987-09-01
PL256195A1 (en) 1986-09-23
NO166072B (en) 1991-02-18
RO94260B (en) 1988-03-31
ATE57348T1 (en) 1990-10-15
DK159385C (en) 1991-04-08
NO854566L (en) 1986-05-20
EP0182138A2 (en) 1986-05-28
DE3442046A1 (en) 1986-05-22

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