EP0534292B1 - Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles - Google Patents

Abstract

In order to increase the energy absorbing capacity of the elements of a support device which support the structure (4) against the frame (1) in the longitudinal direction and in order to improve the restoring capacity of the structure (4) with respect to the frame (1) after a buffer impact, a tensile element (10) which extends from the central saddle (7) to the associated end A or B and which is characterised under tensile stress by extension in the elastic area with high restoring forces is attached either between the structure-side stop elements (8) and the central saddle (7) or between the frame-side counterbearings (9) and their support at the end of the frame (1). <IMAGE>

Description

The invention relates to a support device for superstructures mounted on rail-bound freight wagons according to the preamble of claim 1.

From DE 39 40 650 C1, a support device for containers on the base of a rail freight wagon is known, which holds the container at both ends in end saddles arranged transversely to the longitudinal direction of the rail freight wagon and can be moved longitudinally with respect to the base, the container being suitable in the transverse direction over the end saddles Holding elements, e.g. B. straps is held on the base. At each end of the container, a container-side stop piece is attached, which is assigned to an abutment on the base side. Each stop piece connected to the container is forcibly guided longitudinally displaceably for movements in the direction of the respectively assigned end of the base frame with respect to the respectively assigned abutment, such that forces and energies from an impact initiation at one end of the base frame via the base frame and the abutment at the end facing away from the shock of the undercarriage are introduced into the associated stop piece of the container at the end facing away from the impact device into the container. As a result of this design, the connection point between the body and the base frame is relieved when high forces are introduced into the base frame, in particular in the event of buffer impacts on the side of the buffer joint, and the buffer force that occurs is reduced. The base frame is designed to be reversibly resilient in the longitudinal direction, with an energy absorption and a notable reduction in the buffer impact force targeted reversible bending of the support structure or parts of the support structure of the head sections and / or the middle section of the base frame. In order to achieve this, the center section has two long girders arranged at a distance in the horizontal plane, which are connected by a bracing which reversibly couples the long girders to one another and forces them to bend at least in the horizontal plane transverse to the longitudinal direction of the underframe.

For certain applications, however, it is desirable to further reduce the buffer forces and, for example, to make the base frame even softer. However, there are limits to this for reasons of stability, since the approval conditions for the setting of railway vehicles stipulate certain strengths or maximum deformations in the event of a diagonal joint or lifting.

From DE 39 09 883 A1 it is known to arrange an effective energy dissipation device in the direction of the transverse median plane of the railway freight wagon in a generic rail freight wagon between the stop pieces and the respectively assigned abutment, a compression spring arrangement or a wedge plane being proposed as the energy dissipation device. It proves disadvantageous that the safe return of the container after a buffer impact against the base frame is not always achieved. To remedy this, additional reset devices are required, which adversely affects the maintenance effort and economy.

It has also been shown that in the case of containers which are firmly connected to the base frame via longitudinal saddles in the end region, in particular those with side saddle support strips which are welded to the container and the base frame and which exert the forces from the Take up the deceleration and acceleration of the tank wagon on the side facing the impact, in the event of rear-end collisions at higher speeds, container cracks can occur if stiffening elements in the end area prevent elastic or plastic deformation of the container below the fracture limit.

The invention is therefore based on the object of designing the generic support device in such a way that the energy absorption capacity of the elements of a supporting device supporting the structure in the longitudinal direction against the underframe is further increased, the resilience of the structure against the underframe is improved after the buffer joint and that stiffening elements in the end areas of the structure are largely avoided.

This object is achieved by the support device characterized in claim 1 or in claim 2.

Expedient developments of the invention are specified in claims 3 to 6.

Two embodiments of the invention are explained below with reference to the drawing.

Fig. 1

eine Seitenansicht eines Kesselwagens mit einer erfindungsgemäßen Abstützeinrichtung;

Fig. 2

die Draufsicht auf das Untergestell des Kesselwagens nach Fig. 1;

Fig. 3

eine Seitenansicht eines zweiten Ausführungsbeispiels einer Abstützvorrichtung in schematischer Darstellung.

It shows

Fig. 1

a side view of a tank car with a support device according to the invention;

Fig. 2

the top view of the base of the tank car according to Fig. 1;

Fig. 3

a side view of a second embodiment of a support device in a schematic representation.

The rail freight wagons (tank wagons) shown in FIGS. 1 and 2 have a base frame 1 with two head sections 2 and a middle section 3 and a structure 4 (tank), which at the ends A and B each in a transverse saddle attached to the base frame 1 5 and by means of suitable holding elements 6 (tensioning straps) in the transverse direction on the base frame 1. The longitudinal connection of the structure 4 to the underframe 1 takes place via a support device, which the structure 4 in the event of a buffer joint, i. H. a force transmission via the buffers into the underframe, against the underframe 1 for limited longitudinal movement. The support device has a center saddle 7 on both sides of the structure 4, which is fixedly connected to the structure 4 in the center area of the wheelbase or bogie spacing, but not to the base frame 1. A stop piece 8 is fastened to the center saddle 7 symmetrically to the center transverse plane of the body, which is attached to a frame side Abutment 9 is assigned. The pairing abutment 9 / stop piece 8 is designed and arranged such that the stop piece 8 is fixed by the abutment 9 against displacements (relative movements) in the direction of the transverse central plane of the base frame 1, in the direction of the respectively assigned end A or B of the base frame 1 is held in the abutment 9 but longitudinally displaceable. On each abutment 9 a tension member 10 (z. B. tension rod or beam, pre-tensioned cable) is attached, which extends from the center saddle 7 to the associated end A or B of the base 1 and is fixed there. The tension member 10 is under tensile load by stretching in the elastic range with good resilience, i. H. characterized by high restoring forces.

The support device has at least one tension member 10 per assigned head section 2, but expediently four tension members 10, which are arranged such that two opposing and thus each head section 2 of the underframe 1 are assigned two equivalent tension members 10 in a symmetrical arrangement.

The tension members 10 are formed in the exemplary embodiment as an outer longitudinal member, which extends from the head member 11 of the head section 2 via the main cross member 12 in the plane of the base frame 1 to the center saddle 7 and there engage the abutment 9 attached to the tension member 10 on the abutment piece 8. This provides a continuous edge delimitation that is desirable for security reasons.

The abutment 9 can also be designed as an elongated hole bearing and the stop piece 8 as a bolt.

The support device when subjected to an impact impact or buffer impact is explained below.

After a buffer impact, for example on side A of the tank wagon, the impact energy is initially reduced by the buffers in the power flow - as a rule four buffers are involved in the impact - within the limits of their maximum buffer work. Since the structure 4 on the side A of the impact introduction in the direction of impact is not fixed with the abutment piece 8 in the base-side abutment 9, the buffer impact is passed through the base frame 1, with a further part of the impact energy depending on the design of the spring constant and the Damping property of the base frame 1 is reduced in the base frame 1. The now remaining impact force or impact energy is passed at the end B of the underframe 1 into the tension member 10 (um) and guided to the center saddle 7 and transferred there via the abutment 9 to the stop piece 8 on the container side. A reduction of the impact energy in the buffers, in the base frame 1 and in the tension members 10 assigned to the end B is thus achieved before force is introduced into the connection point between the base frame 1 and the body 4 on the center saddle 7.

The tension members 10 are effective only in one direction, namely for tensile forces from a force introduction from the end B of the base frame 1 facing away from the impact. The tension members 10 assigned to the end A are not loaded when an impact is introduced at the end A of the base frame 1 and are at the force input not involved in building 4.

A second exemplary embodiment of the invention is shown schematically in FIG. Here, each base-side abutment 9 is arranged in the area of the head section 2 and assigned to a body-side stop piece 8, which is fixed by the abutment 9 in the direction of the transverse median plane of the freight wagon. The stop piece 8 is attached to the end of the tension member 10. The tension member 10 extends from the head section 2 from the stop piece 8 to the center saddle 7 and is fastened there. The tension member 10 can also be designed as a continuous component, the z. B. is arranged as an outer long beam between the head sections.

In both exemplary embodiments, tension members 10 are thus arranged between the structure 4 and the base frame 1, either between the base-side abutments 9 in the area of the center saddle 7 and their support at the associated end A, B of the base frame 1 or between the body-side stop pieces 8 at the end of the carriage A, B and the center saddle 7 are attached. After passing through the base frame 1, a buffer impact is diverted to the tension member 10 on the side of the base frame 1 facing away from the impact, is guided to the center saddle 7 with a reduction in impact energy and is introduced into the structure 4 from there.

The structurally different connection of the tension member 10 between the center saddle 7 and stop piece 8 in the second exemplary embodiment corresponds functionally to the connection from the first exemplary embodiment when the elements are assigned functionally.

The length of the tension member 10 can be set to any intermediate length starting from the area on the center saddle 7 to the end A, B of the base frame 1. When using intermediate lengths, however, the contribution of the base frame 1 and the tension member 10 as an energy dissipation element is lower.

Reference numerals

1

Underframe

2nd

Head section

3rd

Middle section

4th

construction

5

Cross saddle

6

Holding element

7

Center saddle

8th

Stop piece

9

Abutment

10th

Tension member

11

Head carrier

12th

Main cross member

Claims (6)

1. Supporting device for superstructures (4) mounted on sub-frames (1) of rail-bound goods vehicles, in particular for tanks on tankers, the superstructure being secured at least at the vehicle ends (A and B) in each case by means of a transverse saddle (5) and suitable retaining elements (6) at right-angles to the longitudinal direction of the sub-frame (1) and being held displaceable longitudinally by a limited amount relative to the sub-frame on striking buffers, the sub-frame (1) being associated with abutments (9) and the superstructure with stops (8) and each abutment on the sub-frame side securing the associated stop of the superstructure against movements towards the transverse middle plane of the goods vehicle, and the stop being held displaceable longitudinally towards the associated end of the sub-frame (1) in the abutment, characterised in that each stop (8) on the superstructure side is fixed to a central saddle (7) which is connected securely to the superstructure (4) in the central area of the wheelbase or bogie wheelbase, in that each abutment (9) on the sub-frame side is fixed to a tensile member (10) which extends from the central saddle (7) to the associated end (A or B) of the sub-frame (1) and is fixed there and in that under tensile load the tensile member (10) is characterised by extension in the elastic range with high restoring forces.
2. Supporting device according to the preamble of claim 1, characterised in that each stop (8) on the superstructure side is fixed to the end of a tensile member (10) which extends from a central saddle (7) towards the associated end (A or B) of the sub-frame (1), the central saddle (7) being connected securely to the superstructure (4) in the central area of the wheelbase or bogie wheelbase, in that the abutment (9) and the associated stop (8) are disposed in the area of the head section (2) and in that under tensile load the tensile member (10) is characterised by extension in the elastic range with high restoring forces.
3. Supporting device according to claim 1 or 2, characterised in that the supporting device exhibits four tensile members (10) which are disposed so that there are two opposing tensile members (10) on each side of the vehicle and hence two tensile members (10) acting in the same direction on each head section (2) in a symmetrical arrangement.
4. Supporting device according to at least one of the preceding claims 1 to 3, characterised in that the tensile members (10) are embodied as external longitudinal members which extend from the head bearer (11) of the head section (2) in the plane of the sub-frame (1) to the central saddle (7).
5. Supporting device according to at least one of the preceding claims 1 to 4, characterised in that the abutment (9) is embodied as a slotted mounting and the stop (8) as a bolt (or vice versa).
6. Supporting device according to at least one of the preceding claims 1 to 5, characterised in that in each case the tensile members (10) run from the central area of the goods vehicle towards the associated end (A, B) of the sub-frame (1) in any extension between the central area and the ends (A, B).

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