EP0389866B1 - Frame for railway freight cars, especially for tank vehicles or hopper cars - Google Patents

Description

The invention relates to a base frame for rail-bound freight wagons, in particular tank wagons and closed bulk goods wagons, according to the preamble of claim 1.

The structure of every rail-bound freight wagon is connected to a chassis for transport purposes. This applies to freight wagons with fixed bodies and container wagons with detachable bodies as well as for tank wagons and closed bulk goods wagons. The application of the invention relates only to the freight car with a base.

The state of the art relevant to the invention from the entire range of rail-bound freight wagons is shown below with reference to the type of freight wagon type tank wagons.

The known tank wagons can be divided into two construction concepts, tank wagons without a base and tank wagons with a base. The following discussion of the state of the art takes into account the state of the art of the underframe-free tank wagons in the first section for the sake of incorporating the technological environment.

In the tank wagons without an underframe, the boiler is designed to be so stable that it can absorb the operationally occurring forces and tensions, in particular from shock loads, without undue deformation. With this design, a reduction in weight or an improved adaptability of the undercarriage arranged on the boiler to the track conditions can be achieved for certain applications. However, with the underframe-free tank wagons, the connection of the assemblies carrying the train and push device and the bogies to the boiler is problematic, whereby the introduction and reduction of the forces and energy from the buffer joint and in the event of a lift are ensured without excess voltage and undue deformations within the construction got to.

From CH-PS 535 671 a base frame for rail-bound tank wagons of conventional design with two continuous middle long beams is known as a middle section, at each end of which a head section with outer long beams and cross beams connecting them is arranged. The boiler is supported at its ends on the one hand in transverse saddles arranged transversely to the longitudinal direction of the boiler on the underframe and on the other hand connected to the underframe via lateral saddle support bars which absorb the acceleration forces in the longitudinal direction of the wagon.

In a known tank car according to DE-PS 11 79 980 with a base, as described above, the boiler is in the usual way via side saddle rails, which absorb the forces from the deceleration and acceleration of the tank car, and cross saddles, the static Take up the weight load and the forces occurring transversely to the longitudinal direction of the wagon, connected to the underframe. The tank wagon is through this rigid connection between the boiler and the base frame thus also relatively torsion-resistant. In addition to the changes in length of the boiler caused by changes in temperature, whether due to temperature-controlled cargo or different length changes to components or assemblies defined against each other, the connection points between the boiler and the base frame must also absorb the loads caused by the acceleration and weight forces.

In the buffer joint in particular, very high forces are introduced into the connection point between the boiler and the base frame on the end of the tank car facing the joint, which can lead to voltage surges and to failure of the connection, while the connection point facing away from the buffer joint at the other end of the tank car applies considerably less and is charged. Buffers with a higher work capacity can avoid voltage overshoots, but are more complex and uneconomical.

Furthermore, from DE-PS 424 262 or DE-PS 12 74 155 elastic, non-rigid boiler bearings are known, in which the boiler and the base are largely separated from each other and held against each other, on the one hand different linear expansions are balanced and on the other hand occurring impact forces in work and Heat to be converted. This floating boiler bearing requires additional holding and damping devices and favors lateral tilting movements of the boiler, which have an unfavorable effect on the running behavior of the tank car, especially in poor track conditions and higher driving speeds. It also proves to be disadvantageous for the ratio of the payload to the weight of the tank wagon that the container cannot be included as a resilient component in the design for the impact force and therefore the base frame must take over these load shares. In practice, the base frame is reinforced, making it heavier and, as a rule, more rigid.

The invention has for its object to provide a base frame for freight wagons, especially for tank wagons and closed bulk goods wagons, in such a way that the connection points between the base frame and the body are relieved in the event of buffer impacts on the side of the buffer joint and the buffer forces that occur are reduced.

This object is achieved by the features specified in claim 1.

Expedient developments of the invention are claimed in claims 2-16.

Fig. 1

eine Draufsicht auf ein erfindungsgemäßes Untergestell;

Fig. 2

eine Draufsicht auf das erfindungsgemäße Untergestell nach Fig. 1 während eines Puffestoßes mit übertrieben dargestellten Biegeverformungen;

Fig. 3

eine Seitenansicht eines Behälterwagens mit dem erfindungsgemäßen Untergestell nach Fig. 1;

Fig. 4

eine Draufsicht auf ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Untergestells in schematischer Darstellung;

Fig. 5

eine Draufsicht auf ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Untergestells in schematischer Darstellung;

Fig. 6

eine Draufsicht auf ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Untergestells in schematischer Darstellung;

Fig. 7

eine Draufsicht auf ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Untergestells in schematischer Darstellung;

Fig. 8

eine Draufsicht auf ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Untergestells mit durchgehenden äußeren Langträgern in schematischer Darstellung;

Fig. 9

eine Draufsicht auf ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Untergestells mit durchgehenden äußeren Langträgern in schematischer Darstellung;

Fig. 10

eine Draufsicht auf ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Untergestells mit durchgehenden äußeren Langträgern in schematischer Darstellung.

The invention is described below with reference to the drawings using exemplary embodiments. Show it

Fig. 1

a plan view of an underframe according to the invention;

Fig. 2

a plan view of the base frame according to the invention of Figure 1 during a puff with exaggerated bending deformations.

Fig. 3

a side view of a container wagon with the base according to the invention according to Fig. 1;

Fig. 4

a plan view of another embodiment of an underframe according to the invention in a schematic representation;

Fig. 5

a plan view of another embodiment of an underframe according to the invention in a schematic representation;

Fig. 6

a plan view of another embodiment of an underframe according to the invention in a schematic representation;

Fig. 7

a plan view of another embodiment of an underframe according to the invention in a schematic representation;

Fig. 8

a plan view of a further embodiment of an underframe according to the invention with continuous outer long beams in a schematic representation;

Fig. 9

a plan view of a further embodiment of an underframe according to the invention with continuous outer long beams in a schematic representation;

Fig. 10

a plan view of a further embodiment of an underframe according to the invention with continuous outer long beams in a schematic representation.

When designing a base frame 1 for rail-bound freight wagons, care must be taken in the vertical direction to ensure that the base frame 1 is sufficiently stiff to carry the load from the weight of the freight wagon and the load and for lifting purposes in accordance with the regulations for rail vehicles. Furthermore, the underframe 1 is to be designed for the loads in the longitudinal direction, in particular from buffer joints.

A rail-bound freight wagon has a structure 15 and a base frame 1, which is formed by two head sections 2 and a middle section 3.

The middle section 3 is connected at its two ends A, B to a head section 2. The head section 2 consists of a head cross member 5 receiving the side buffers 4, the outer long members 6 and the main cross member 7. Of the cross members 5, 7 arranged in the vehicle transverse direction, at least one cross member 5, 7 is reversibly connected to the outer long members 6 about a vertical axis. Arrangements with one or more transverse beams 5, 7 which are flexible about a vertical axis can be formed. Likewise, the outer long beams 6 of the head section 2 can be designed to be reversibly flexible.

In the exemplary embodiment according to FIG. 1, the middle section 3 consists of two long beams 8 which are arranged at a distance in the horizontal plane and which are connected by a bracing 9.

The strut bandage 9 is designed and arranged in such a way that it couples the long beams 8 to one another in a flexible manner and forces them to undergo reversible deformations, at least in the horizontal plane, in particular to bending deformations transverse to the longitudinal direction of the underframe.

The bracing 9 is designed as a horizontal bracing 9 aligned as a horizontal plane or as a spatial bracing 9 and has diagonal braces 10 aligned at an angle to the long beams 8, which are at an angle smaller or greater than 90 ° with respect to the longitudinal direction with respect to the horizontal plane the long beam 8 connects. Furthermore, the strut bandage 9 has support struts 11 which are oriented transversely to the long beams 8 and connect the long beams 8 at right angles to the horizontal plane. The diagonal struts 10 and support struts 11 are arranged in an at least partially repeating sequence within the strut assembly 9, wherein individual fields arise. The diagonal struts 10 of the strut assembly 9 follow one another with respect to the arrangement in the longitudinal direction of the underframe 1 at least in regions with an opposite angle. At least in some areas within the underframe 1, at least one diagonal strut 10 connecting the long members 8 is provided between two support struts 11 connecting the long members 8, the diagonal struts 10 arranged immediately on both sides of a support strut 11 being at least partially within the underframe 1 with an opposite angle with respect to the longitudinal direction a long beam 8 are arranged. The diagonal strut (s) 10 and the support strut (s) 11 assigned to them expediently each engage in a common node 12 on the long beam 8. At least one diagonal strut 10 and an adjacent support strut 11 are attached to the long beam 8 in the common node 12. The diagonal struts 10 and the support struts 11 within the strut assembly 9 are connected to the long girders 8 in such a way that from each junction 12 of a long girder 8 there is a support strut 11 aligned transversely to the long girders 8 and at least one, but preferably two, diagonally oriented diagonal struts 10 have adjacent long beams 8 and are attached to this. The support strut 11 is attached at its other end to the adjacent long beam 8 in a support point 13. The or selected nodes 12 and / or support points 13 can be designed as joints, both functional joints and material-elastic joints being executable.

In particular for reasons of the uniform distribution of the deformations in the base frame 1 and the parallelism of the head sections 2 in the event of a buffer joint, it is expedient to design and arrange the bracing 9 with respect to the central transverse plane axially symmetrical (spatial rotation of 180 ° around the central transverse axis) or centrally symmetrical with respect to the center of symmetry (plane rotation through 180 ° around the center of symmetry), but at least similar or similar.

Furthermore, it may be expedient to provide an equal number of diagonal struts 10 arranged in opposite directions in the strut assembly 9 and / or to arrange an equal number of nodes 12 on each long beam 8.

Within the strut assembly 9, two support struts 11 aligned transversely to the long beams 8 can follow one another directly, thus creating a space in the base frame 1 for the outlet fittings.

Each head section 2 has a saddle 14 for connecting the structure 15 to the underframe 1, such that each saddle 14a, 14b defines the end A, B of the structure 15 supported by it in the direction of the transverse median plane of the underframe 1, the ends A , B of the structure 15 in the direction of the respectively associated end A, B of the base frame 1 are held longitudinally displaceably against the base frame 1. The forces from a buffer joint are thus introduced via the base frame 1 into the end of the structure 15 facing away from the buffer joint. For this purpose, the structure 15 has at its end A an abutment piece 16a on the body side, to which an abutment-side abutment 17a is assigned and at its end B an abutment piece 16b on the abutment side, to which an abutment-side abutment 17b is associated.

In the exemplary embodiment according to FIG. 3, the stop pieces 16a, 16b and the abutments 17a, 17b are arranged above the level of the force introduction, which is at the level of the side buffers.

In order to keep deflection of the long girders 8 low in the vertical direction, an arrangement of the stop pieces 16a, 16b and the abutment 17a, 17b respectively assigned to them can be arranged in the plane of the force application, i. H. in the level of the page buffer 4.

The invention is explained below when it is subjected to an impact impact. In the event of an impact on side A of the freight car, the impact energy is first of all reduced by the side buffers 4 in the power flow, as a rule four side buffers 4 are involved in the impact, within the limits of which the maximum total buffer work is reduced. Since the structure 15 on the side A of the impact insertion in the impact direction is not supported or fixed against the underframe 1 and no impact force or energy is introduced at this end A into the structure 15, the impact force or energy from the buffer impact becomes exhausted Buffer stroke passed through the base frame 1, a further part of the impact energy being absorbed or reduced in the base frame 1 essentially by deformation work, but also by friction and heat, etc., depending on the design, the spring constant and the damping property of the base frame 1 . By designing the base frame 1 according to the invention as a bending structure which is flexible and resilient in the longitudinal direction, considerable portions of the impact energy are absorbed and impact force is reduced. The energy absorption and the reduction of the impact force take place essentially by deliberately reversible bending of the structure or of parts of the structure of the head sections 2 (cross beams 5, 7; outer long beams 6 and possibly further beams) and / or the middle section 3 (long beams 8 and possibly further ones) Carrier) of the underframe 1. The longwall brace 9 connects and couples the long girders 8 of the middle section 3 in such a flexible manner that they are forced to targeted, reversible bending deformations transverse to the longitudinal direction of the underframe 1.

In the case of an arrangement of the strut bandage 9 according to FIG. 1, the elongated beam 8 is bent outwards at the junction 12 by a certain bending path Δs in the event of an impact impact. By coupling the opposite long beam 8 with the support strut 11 in the support point 13, the latter is displaced inwards by the same distance Δs (FIG. 2).

In a further schematically illustrated exemplary embodiment according to FIG. 4, a base frame 1 is formed with a plurality of flexible cross members 5, 7 and the strut assembly 9 is arranged axially symmetrically.

Fig. 5 also shows schematically an embodiment of a face brace 9 in axial symmetry.

1 is, like a further exemplary embodiment according to FIG. 6, of central symmetry.

A further embodiment according to FIG. 6 has diagonal struts of different lengths within the strut assembly 9 and no symmetry with respect to the transverse center plane.

Another embodiment according to FIG. 8 has continuous outer long beams 6. The outer long beams 6 are connected to the neighboring long beams 8 via support struts 11. By coupling the outer long girders 6, these are also deflected by a certain distance Δs at the buffer joint in the base 13, so that four long girders 6, 8 are used for bending deformations, ie for reducing the impact force. It is also possible in principle to additionally arrange diagonal struts 10 between an outer long beam 6 and an adjacent long beam 8.

In two further exemplary embodiments according to FIGS. 9 and 10, the underframe 1 also has continuous outer long beams 6, which are connected to an adjacent long beam 8 via diagonal struts 10 and supporting struts 11, opposite nodes 12 being arranged against one another without constraint, i. H. are decoupled in the event of bending in the event of opposite deflection.

All of the exemplary embodiments have in common that the underframe 1 has at least two reversibly flexible long beams 8, which are coupled to one another by a strut assembly 9 with diagonal struts 10 and support struts 11.

Claims (16)

1. A chassis for rail-borne freight wagons, in particular for tank wagons and closed bulk freight wagons, with at least two longitudinal carriers which form the central section and which at their two ends are each connected to a head section which comprises external longitudinal carriers and at least one transverse carrier, wherein in the region of the two head sections a respective saddle is provided for coupling the superstructure to the chassis, characterised in that each saddle (14a, 14b) secures that end (A, B), which it supports, of the superstructure (15) in the direction of the central transverse plane of the chassis (1), that the ends (A, B) of the superstructure (15) are retained so as to be longitudinally displaceable in the direction of the respective assigned end (A, B) of the chassis (1) relative to the chassis (1) in such manner that forces arising from a buffer stroke are introduced via the chassis (1) into that end (A, B) of the superstructure (15) facing away from the buffer stroke, and that the chassis (1) is designed to be reversibly resilient in the longitudinal direction, where energy absorption and substantial disintegration of the buffer stroke force take place by purposive, reversible bending deformation of the carrier structure or of parts of the carrier structure of the head sections (2) and/or the central section (3).
2. A chassis as claimed in Claim 1, characterised in that each head section (2) comprises at least one transverse carrier (5, 7) which, in the horizontal plane, in the longitudinal direction of the chassis (1) is connected to the external longitudinal carriers (6) with reversible bending resilience.
3. A chassis as claimed in Claim 1 or 2, characterised in that the central section (3) comprises at least two longitudinal carriers (8) which are spaced from one another in the horizontal plane and which are connected by a brace (9) which connects the longitudinal carriers (8) to one another with reversible bending resilience and subjects the latter to bending deformations transversely to the longitudinal direction of the chassis (,1) at least in the horizontal plane.
4. A chassis as claimed in Claim 3, characterised in that the brace (9) has the form of a planar brace (9) aligned in the horizontal plane.
5. A chassis as claimed in Claim 3, characterised in that the brace (9) has the form of a three-dimensional brace (9).
6. A chassis as claimed in one or more of Claims 3 to 5, characterised in that the brace (9) comprises support struts (11) which are aligned transversely to the longitudinal carriers (8) and which connect the longitudinal carriers (8) at right angles relative to the horizontal plane, and comprises diagonal struts (10) which are aligned diagonally to the longitudinal carriers (8) and which connect adjacent longitudinal carriers (8) at an angle smaller than or greater than 90° relative to the horizontal plane in the longitudinal direction.
7. A chassis as claimed in one or more of Claims 3 to 6, characterised in that the brace (9) consists of individual, interconnected sections in which the diagonal struts (10) and support struts (11) are arranged in an at least partially repetitive sequence.
8. A chassis as claimed in one or more of Claims 3 to 7, characterised in that the diagonal struts (10) which are aligned diagonally to the longitudinal carriers (8) follow one another at least in parts with opposing angles in respect of the arrangement in the longitudinal direction of the chassis (1).
9. A chassis as claimed in one or more of Claims 3 to 8, characterised in that at least one respective diagonal strut (10) which connects the longitudinal carriers (8) in diagonal alignment in disposed, at least in parts, between two support struts (11) which connect the longitudinal carriers (8) and are aligned transversely to the longitudinal carriers (8).
10. A chassis as claimed in one or more of Claims 3 to 9, characterised in that the diagonal struts (10), which are disposed at least in parts in a direct sequence on both sides of a support strut (11), are arranged at opposing angles relative to a longitudinal carrier (8).
11. A chassis as claimed in one or more of Claims 3 to 10, characterised in that one support strut (11) and at least one diagonal strut (10) are attached to a longitudinal carrier (8) at a common junction point (12).
12. A chassis as claimed in one or more of Claims 3 - 11, characterised in that the junction points 12 and/or support points 13 have the form of joints, where the joints are constructed as function joints or material-elastic joints.
13. A chassis as claimed in one or more of Claims 3 to 12, characterised in that at least in parts the diagonal struts (10) and support struts (11) within the brace (9) are connected to the longitudinal carriers (8) in such manner that from each junction point (12) of a longitudinal carrier (8) one support strut (11) aligned transversely to the longitudinal carriers (8) and two diagonal struts (10) aligned at opposing angles face towards an adjacent longitudinal carrier (8) and are attached to the latter.
14. A chassis as claimed in one or more of Claims 3 to 13, characterised in that the brace (9) comprises an equal number of diagonal struts (10) arranged in opposite directions.
15. A chassis as claimed in one or more of Claims 3 to 14, characterised in that the brace (9) comprises an equal number of junction points (12) on each longitudinal carrier (8).
16. A chassis as claimed in one or more of Claims 1 to 15, characterised in that the chassis (1) is constructed to be axially symmetrical (three-dimensional rotation of 180° about the central transverse axis) or centrally symmetrical two-dimensional rotation of 180° about the centre of symmetry) relative to the central transverse plane.

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