EP0540863B1 - Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles - Google Patents

Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles Download PDF

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Publication number
EP0540863B1
EP0540863B1 EP92115796A EP92115796A EP0540863B1 EP 0540863 B1 EP0540863 B1 EP 0540863B1 EP 92115796 A EP92115796 A EP 92115796A EP 92115796 A EP92115796 A EP 92115796A EP 0540863 B1 EP0540863 B1 EP 0540863B1
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EP
European Patent Office
Prior art keywords
force
underframe
mounting
longitudinal
bearing
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EP92115796A
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German (de)
French (fr)
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EP0540863A1 (en
Inventor
Günther Aust
Günter Dipl.-Ing. Beier
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Alstom Transport Deutschland GmbH
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Linke Hofmann Busch GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D5/00—Tank wagons for carrying fluent materials
    • B61D5/06—Mounting of tanks; Integral bodies and frames

Definitions

  • the invention relates to a support device for superstructures mounted on sub-frames of rail-bound freight wagons according to the preamble of claim 1.
  • a support device for containers on the base of a rail freight wagon which holds the container at both ends in end saddles arranged transversely to the longitudinal direction of the rail freight wagon to a limited extent longitudinally displaceable relative to the base, the container in the transverse direction over the end saddles and suitable Holding elements, e.g. B. straps is held on the base.
  • suitable Holding elements e.g. B. straps is held on the base.
  • 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 with respect to the respectively assigned abutment for movements in the direction of the respectively assigned end of the underframe, such that forces and energies from an impact initiation at one end of the underframe via the underframe and the abutment at the end facing away from the impact 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.
  • the connection point between the body and the base relieves the load on the side of the buffer joint when force is applied to the base frame, in particular in the event of buffer impacts, and reduces the buffer force that occurs.
  • the underframe is designed to be reversibly resilient in the longitudinal direction, with an energy absorption and a notable reduction in the buffer impact force taking place through targeted reversible bending of the support structure or parts of the support structure of the head sections and / or the middle section of the underframe.
  • the middle section has two long girders arranged at a distance in the horizontal plane, which are connected by a bracing that 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.
  • the invention is therefore based on the object of designing a generic support device in such a way that the energy absorption capacity of the elements of a support device supporting the structure in the longitudinal direction against the underframe is further increased and the resilience of the structure against the underframe after the buffer impact is improved.
  • the railway freight wagon shown in Fig. 1 (tank car) has a base 1 with two head sections 2 and a middle section 3 and a structure 4 (boiler), which at the ends A and B each in a transverse saddle 5 attached to the base 1 and by means of suitable Holding elements 6 (straps) is held 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.e. H. a force transmission via the buffers into the underframe, against the underframe 1 for limited longitudinal movement.
  • each freight wagon half is assigned at least one longitudinal bearing 98 with a stop piece 8 and abutment 9 which is effective in one direction and is arranged in a mirror-symmetrical, mutually opposite arrangement to the transverse center plane.
  • 1 force introduction bearings 13 and 4 force absorption bearings 14 are fastened to the structure.
  • the force introduction bearing 13 and the associated force absorption bearing 14 are arranged one behind the other in the longitudinal direction of the freight car in such a way that when force is introduced from the base frame 1 between the force introduction bearing 13 and the associated force absorption bearing 14 there is a reversal of the force direction and only forces resulting from an increase in the distance between the force introduction bearing 13 and associated force receiving bearing 14 are transferable.
  • the support device according to FIGS. 1 to 3 has a center saddle 7, which is fixedly connected to the body 4 in the center area of the wheelbase or bogie spacing, but not to the underframe 1.
  • a stop piece 8 is fastened to the center saddle 7 symmetrically with respect to the transverse center plane of the body is assigned to an abutment 9 on the base and which together form the longitudinal bearing 98 which is effective in a longitudinal direction.
  • the longitudinal bearing 98 is designed and arranged in such a way 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 underframe 1, in the direction of the respectively assigned end A or B of the underframe 1 in the abutment 9 but is kept longitudinally displaceable.
  • a tension member 10 e.g. pull rod or beam, prestressed cable
  • the longitudinal bearing 98 which is effective in the longitudinal direction, is arranged and the other end of which is fixed in the longitudinal direction either with the underframe Force introduction bearing 13 or connected to the body-side force absorption bearing 14.
  • the tension member 10 which extends from the center saddle 7 to the associated end A or B of the base frame 1 and is fastened there, is fastened to the abutment 9.
  • 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 each carriage half with respect to the transverse median plane and thus each head section 2 of the underframe 1 is assigned two equally acting tension members 10 in a symmetrical arrangement.
  • the tension members 10 of each car half are arranged counter to the tension members 10 of the other car half and mirror-symmetrical to the transverse central plane.
  • the tension members 10 are formed in the exemplary embodiments according to FIGS. 1 to 3 as outer longitudinal members, which extend 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 via the abutment fastened to the tension member 10 9 Attack the abutment piece 8 on the body side. This provides a continuous edge delimitation that is desirable for security reasons.
  • the support device when subjected to an impact impact or buffer impact is explained below.
  • the support devices are shown in Figs. 1 to 3 in a position shortly after the impact initiation.
  • 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 insertion 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 via the force introduction bearing 13 into the tension member 10 (um) and guided to the center saddle 7 and is transferred there via the abutment 9 and the container-side stop piece 8 into the force absorption bearing 14.
  • a reduction of the impact energy in the buffers, in the underframe 1 and in the tension members 10 associated with the end B is thus achieved before a force is introduced into the force absorption bearing 14 on the center saddle 7.
  • the tension members 10 are basically only effective in one direction, namely for tensile forces from a force application via the force introduction bearing 13 from the end B of the base frame 1 that faces 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 not involved in the introduction of impact force into the structure 4.
  • the longitudinal bearings 98 are arranged in the area of the head sections 2 and each abutment 9 on the base side is 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 car.
  • 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 which is arranged as an outer longitudinal beam between the head sections.
  • tension members 10 are thus arranged between the force absorption bearing 14 of the structure 4 and the force line bearing 13 of the base frame 1, which are 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 are attached to the carriage ends A, B and the center saddle 7.
  • a buffer impact is diverted into the tension member 10 via the force introduction bearing 13, guided to the center saddle 7 with a reduction in impact energy and introduced from there into the structure 4 via the force absorption bearing 14.
  • 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 members 10 can be set to any intermediate length, starting from the area on the center saddle 7 to the ends A, B of the base frame 1. If intermediate lengths are used, however, the shorter length of the energy consumption elements means that the contributions of the base frame 1 and the tension member 10 to energy consumption are lower. However, the length and the arrangement must also be determined taking into account symmetry factors.
  • the tension members 10 of the support directions extend from one freight wagon half with respect to the transverse median plane of the freight wagon beyond the transverse median plane to the other freight wagon half.
  • the tension members 10 between the head sections 2 extend over almost the entire base frame 1.
  • the longitudinal bearings 98 can be arranged in the area of the force-absorbing bearing 14 on the body side (FIG. 4) or the force-introducing bearing 13 on the base frame (FIG. 5).
  • the force or energy of the underframe half B facing away from the cross-median plane is introduced into the force introduction bearing 13 and via the tension member 10 acting on the force introduction bearing 13 to the end facing the impact after the initiation of an impact impact into the underframe A of the underframe is deflected and, when the maximum possible length has been exhausted at the end A of the structure 4 facing the impact, is introduced into the structure 4 via the force-absorbing bearing 14.
  • these designs also allow the tension members 10 to be of any length.
  • the direction of the longitudinal displaceability of the stop pieces 8 is reversed in comparison to the other exemplary embodiments. Because here the base-side abutments 9 fix the respectively assigned abutment piece 8 in the direction of the end of the structure 8 assigned to the abutment piece 8, while the abutment pieces 8 are each held longitudinally displaceably in the longitudinal bearing 98 in the direction of the transverse median plane of the base frame 1.

Abstract

In order to increase the energy absorption capacity of elements, which support a superstructure on an underframe (1) of a track-bound freight car in the longitudinal direction, of a support device and for improving the restoring properties of the superstructure (4) with respect to the underframe (1) after a buffer impact, the underframe-side force application bearings (13) and the associated superstructure-side force absorption bearings (14) are arranged one behind the other in such a way that in the event of an application of force from the underframe (1) between the force application bearing (13) and the associated force absorption bearing (14) a reversal of the direction of force is brought about and only forces resulting from an increase in the distance of force application bearing (13) and associated force absorption bearing (14) [lacuna] a pulling element (10) is arranged at one end of which a longitudinal bearing (98) which is effective in one longitudinal direction and has a stop element (8) and counter bearing (9) is arranged and the other end of which is connected, fixed in the longitudinal direction, either to the force application bearing (13) or to the force absorption bearing (14). The pulling element (10) is characterised by high restoring forces under tensile stress by expansion in the elastic region. <IMAGE>

Description

Die Erfindung betrifft eine Abstützeinrichtung für auf Untergestellen schienengebundener Güterwagen gelagerte Aufbauten nach dem Oberbegriff des Anspruchs 1.The invention relates to a support device for superstructures mounted on sub-frames of rail-bound freight wagons according to the preamble of claim 1.

Aus der gattungsbildenden US-A-1,352,981 ist eine unstarre, elastische Kessellagerung bekannt, bei der Kessel und Untergestell weitgehend voneinander getrennt und begrenzt gegeneinander verschieblich gehalten sind, so daß einerseits unterschiedliche Längenänderungen aufgrund von Temperatureinflüssen ausgeglichen werden und andererseits auf das Untergestell einwirkende Stoßkräfte und daraus resultierende Stoßenergien in verminderter Größe auf den Kessel übertragen werden. Um dies zu erreichen, ist an den Enden des Kessels je ein Halteglied befestigt, an dem Stangen angelenkt sind, die sich zur Quermitte des Untergestells erstrecken und dort über einen Hebelmechanismus an einem Federsystem abgestützt sind. Insbesondere bei Stößen, die eine größere Verschiebung des Kessels gegen das Unterstell verursachen, ist eine Rückstellung des Kessels in die Ausgangslage nicht sicher gewährleistet. Dies kann die Fahrdynamik und die Betriebssicherheit des Kesselwagens ungünstig bis hin zu einer Betriebsgefahr beeinflussen. Zum Stoßkraftabbau in der Trägerkonstrukton des Untergestells ist ausbildungsbedingt nur die Hälfte der nutzbaren Länge des Untergestells genutzt, da die Stoßkraftumleitung im Bereich der Quermittelebene des Untergestells erfolgt.From the generic US-A-1,352,981 an unstable, elastic boiler bearing is known, in which the boiler and the base are largely separated from each other and are kept displaceable to a limited extent, so that on the one hand different length changes due to temperature influences are compensated for and on the other hand impact forces acting on the base and from it resulting impact energy is transferred to the boiler in reduced size. To achieve this, a holding member is attached to the ends of the boiler, on which rods are articulated, which extend to the transverse center of the base and are supported there by a lever mechanism on a spring system. In particular in the event of impacts that cause the boiler to move relatively far from the base, a return of the boiler to the starting position cannot be guaranteed. This can adversely affect the driving dynamics and the operational safety of the tank wagon up to an operational risk. Due to training, only half of the usable length of the base frame is used to reduce the impact force in the support structure of the base frame, since the impact force is redirected in the area of the transverse center plane of the base frame.

Aus der DE 39 40 650 C1 ist eine Abstützeinrichtung für Behälter auf dem Untergestell eines Eisenbahngüterwagens bekannt, die den Behälter an beiden Enden in quer zur Längsrichtung des Eisenbahngüterwagens angeordneten Endsätteln begrenzt längsverschieblich gegenüber dem Untergestell halten, wobei der Behälter in Querrichtung über die Endsättel und geeignete Halteelemente, z. B. Spannbänder am Untergestell gehalten ist. An jedem Ende des Behälters ist ein behälterseitiges Anschlagstück befestigt, das einem untergestellseitigen Widerlager zugeordnet ist. Jedes mit dem Behälter verbundenes Anschlagstück ist für Bewegungen in Richtung auf das jeweils zugeordnete Ende des Untergestells bezüglich des jeweils zugeordneten Widerlagers zwangfrei längsverschieblich geführt, derart, daß Kräfte und Energien aus einer Stoßeinleitung an einem Ende des Untergestells über das Untergestell und das Widerlager am stoßabgewandten Ende des Untergestells in das zugeordnete Anschlagstück des Behälters am der Stoßeinrichtung abgewandten Ende in den Behälter eingeleitet werden. Durch diese Ausbildung wird die Verbindungsstelle zwischen Aufbau und Untergestell bei hohen Krafteinleitungen in das Untergestell, insbesondere bei Pufferstößen auf der Seite des Pufferstoßes entlastet und die auftretende Pufferkraft verringert. Das Untergestell ist in Längsrichtung reversibel nachgiebig ausgebildet, wobei eine Energieaufnahme und ein nennenswerter Abbau der Pufferstoßkraft durch gezielte reversible Biegung der Trägerstruktur oder von Teilen der Trägerstruktur der Kopfsektionen und/oder der Mittelsektion des Untergestells erfolgt. Um dies zu erreichen weist die Mittelsektion zwei in horizontaler Ebene mit Abstand angeordnete Langträger auf, die durch einen Strebverband verbunden sind, der die Langträger reversibel biegeweich miteinander koppelt und diese zu Biegeverformungen quer zur Längsrichtung des Untergestells mindestens in der horizontalen Ebene zwingt.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 to a limited extent longitudinally displaceable relative to the base, the container in the transverse direction over the end saddles and suitable 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 with respect to the respectively assigned abutment for movements in the direction of the respectively assigned end of the underframe, such that forces and energies from an impact initiation at one end of the underframe via the underframe and the abutment at the end facing away from the impact 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. Through this training, the connection point between the body and the base relieves the load on the side of the buffer joint when force is applied to the base frame, in particular in the event of buffer impacts, and reduces the buffer force that occurs. The underframe is designed to be reversibly resilient in the longitudinal direction, with an energy absorption and a notable reduction in the buffer impact force taking place through targeted reversible bending of the support structure or parts of the support structure of the head sections and / or the middle section of the underframe. In order to achieve this, the middle section has two long girders arranged at a distance in the horizontal plane, which are connected by a bracing that 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.

Für bestimmte Einsatzfälle ist es allerdings wünschenswert, die Pufferkräfte weiter zu erniedrigen und dazu beispielsweise das Untergestell noch weicher auszubilden. Dem sind aber aus Stabilitätsgründen Grenzen gesetzt, da die Zulassungsbedinungen für die Einstellung von Eisenbahnfahrzeugen bestimmte Festigkeiten bzw. maximale Verformungen beim Diagonalstoß oder den Anhebefall vorschreiben.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 conditions of approval for the adjustment of railway vehicles prescribe certain strengths or maximum deformations in the event of a diagonal joint or lifting.

Aus der DE 39 09 883 A1 ist es bekannt, bei einem gattungsähnlichen Eisenbahngüterwagen zwischen den Anschlagstücken und dem jeweils zugeordneten Widerlager jeweils eine in Richtung auf die Quermittelebene des Eisenbahngüterwagens wirksame Energieverzehreinrichtung anzuordnen, wobei als Energieverzehreinrichtung eine Druckfederanordnung oder eine Keilebene vorgeschlagen wird. Als nachteilig erweist es sich, daß die sichere Rückstellung des Behälters nach einem Pufferstoß gegenüber dem Untergestell nicht immer erreicht wird. Zur Abhilfe sind zusätzliche Rückstelleinrichtungen erforderlich, was den Wartungsaufwand und die Wirtschaftlichkeit ungünstig beeinflußt.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.

Der Erfindung liegt daher die Aufgabe zugrunde, eine gattungsgemäße Abstützeinrichtung derart auszubilden, daß die Energieaufnahmefähigkeit der den Aufbau in Längsrichtung gegen das Untergestell abstützenden Elemente einer Abstützeinrichtung weiter erhöht wird und die Rückstellfähigkeit des Aufbaus gegen das Untergestell nach dem Pufferstoß verbessert wird.The invention is therefore based on the object of designing a generic support device in such a way that the energy absorption capacity of the elements of a support device supporting the structure in the longitudinal direction against the underframe is further increased and the resilience of the structure against the underframe after the buffer impact is improved.

Diese Aufgabe wird durch die im Anspruch 1 gekennzeichnete Abstützeinrichtung gelöst.This object is achieved by the support device characterized in claim 1.

Zweckmäßige Weiterbildungen der Erfindung sind in den Ansprüchen 2 bis 7 angegeben.Expedient developments of the invention are specified in claims 2 to 7.

Vier Ausführungsbeispiele der Erfindung sind nachstehend unter Bezugnahme auf die Zeichnung näher erläutert.Four embodiments of the invention are explained below with reference to the drawing.

Es zeigt

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 Abstützeinrichtung;
Fig. 4
eine Seitenansicht eines dritten Ausführungsbeispiels einer Abstützeinrichtung in schematischer Darstellung;
Fig. 5
eine Seitenansicht eines vierten Ausführungsbeispiels einer Abstützeinrichtung 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;
Fig. 4
a side view of a third embodiment of a support device in a schematic representation;
Fig. 5
a side view of a fourth embodiment of a support device in a schematic representation.

Der in Fig. 1 dargestellte Eisenbahngüterwagen (Kesselwagen) weist ein Untergestell 1 mit zwei Kopfsektionen 2 und einer Mittelsektion 3 und einen Aufbau 4 (Kessel) auf, der an den Enden A und B jeweils in einem am Untergestell 1 befestigten Quersattel 5 und mittels geeigneter Haltelemente 6 (Spannbänder) in Querrichtung am Untergestell 1 gehalten ist. Die Längsanbindung des Aufbaus 4 am Untergestell 1 erfolgt über eine Abstützeinrichtung, die den Aufbau 4 bei einem Pufferstoß, d. h. einer Krafteinleitung über die Puffer in das Untergestell, gegen das Untergestell 1 begrenzt längsverschieblich hält. Jeder Güterwagenhälfte ist bezüglich der Quermittelebene mindestens ein in einer Richtung wirksames Längslager 98 mit Anschlagstück 8 und Widerlager 9 in zur Quermittelebene spiegelsymmetrischer, zueinander gegenläufiger Anordnung zugeordnet. Zur überleitung der Kräfte vom Untergestell in den Aufbau 4 sind am Untergestell 1 Krafteinleitungslager 13 und am Aufbau 4 Kraftaufnahmelager 14 befestigt.The railway freight wagon shown in Fig. 1 (tank car) has a base 1 with two head sections 2 and a middle section 3 and a structure 4 (boiler), which at the ends A and B each in a transverse saddle 5 attached to the base 1 and by means of suitable Holding elements 6 (straps) is held 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.e. H. a force transmission via the buffers into the underframe, against the underframe 1 for limited longitudinal movement. With respect to the transverse center plane, each freight wagon half is assigned at least one longitudinal bearing 98 with a stop piece 8 and abutment 9 which is effective in one direction and is arranged in a mirror-symmetrical, mutually opposite arrangement to the transverse center plane. To transfer the forces from the underframe into the structure 4, 1 force introduction bearings 13 and 4 force absorption bearings 14 are fastened to the structure.

Das Krafteinleitungslager 13 und das zugeordnete Kraftaufnahmelager 14 sind in Längsrichtung des Güterwagens derart hintereinander angeordnet, daß bei einer Krafteinleitung aus dem Untergestell 1 zwischen dem Krafteinleitungslager 13 und dem zugeordneten Kraftaufnahmelager 14 eine Kraftrichtungsumkehr gegeben ist und lediglich Kräfte resultierend aus einer Vergrößerung des Abstandes zwischen Krafteinleitungslager 13 und zugeordnetem Kraftaufnahmelager 14 übertragbar sind.The force introduction bearing 13 and the associated force absorption bearing 14 are arranged one behind the other in the longitudinal direction of the freight car in such a way that when force is introduced from the base frame 1 between the force introduction bearing 13 and the associated force absorption bearing 14 there is a reversal of the force direction and only forces resulting from an increase in the distance between the force introduction bearing 13 and associated force receiving bearing 14 are transferable.

Die Abstützeinrichtung nach den Figuren 1 bis 3 weist einen Mittensattel 7 auf, welcher im Mittenbereich des Radstandes oder Drehgestellabstandes fest mit dem Aufbau 4 verbunden ist, nicht jedoch mit dem Untergestell 1. Am Mittensattel 7 ist symmetrisch zur Aufbauquermittelebene je ein Anschlagstück 8 befestigt, das einem untergestellseitigen Widerlager 9 zugeordnet ist und die zusammen das in einer Längsrichtung wirksame Längslager 98 bilden.The support device according to FIGS. 1 to 3 has a center saddle 7, which is fixedly connected to the body 4 in the center area of the wheelbase or bogie spacing, but not to the underframe 1. A stop piece 8 is fastened to the center saddle 7 symmetrically with respect to the transverse center plane of the body is assigned to an abutment 9 on the base and which together form the longitudinal bearing 98 which is effective in a longitudinal direction.

Das Längslager 98 ist derart ausgebildet und angeordnet, daß das Anschlagstück 8 durch das Widerlager 9 gegen Verschiebungen (Relativbewegungen) in Richtung auf die Quermittelebene des Untergestells 1 festgelegt ist, in Richtung auf das jeweils zugeordnete Ende A bzw. B des Untergestells 1 im Widerlager 9 jedoch längsverschieblich gehalten ist.The longitudinal bearing 98 is designed and arranged in such a way 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 underframe 1, in the direction of the respectively assigned end A or B of the underframe 1 in the abutment 9 but is kept longitudinally displaceable.

Zwischen dem Krafteinleitungslager 13 und dem zugeordneten Kraftaufnahmelager 14 ist ein Zugglied 10 (z. B. Zugstange oder -träger, vorgespannter Seilzug) angeordnet, an dessen einem Ende das in einer Längsrichtung wirksame Längslager 98 angeordnet ist und dessen anderes Ende längsrichtungsfest entweder mit dem untergestellseitigen Krafteinleitungslager 13 oder mit dem aufbauseitigen Kraftaufnahmelager 14 verbunden ist.Between the force introduction bearing 13 and the associated force absorption bearing 14, a tension member 10 (e.g. pull rod or beam, prestressed cable) is arranged, at one end of which the longitudinal bearing 98, which is effective in the longitudinal direction, is arranged and the other end of which is fixed in the longitudinal direction either with the underframe Force introduction bearing 13 or connected to the body-side force absorption bearing 14.

In dem Ausführungsbeispiel nach Fig. 1 ist das Zugglied 10, das sich vom Mittensattel 7 bis zum zugeordneten Ende A bzw. B des Untergestells 1 erstreckt und dort befestigt ist, am Widerlager 9 befestigt.In the exemplary embodiment according to FIG. 1, the tension member 10, which extends from the center saddle 7 to the associated end A or B of the base frame 1 and is fastened there, is fastened to the abutment 9.

Das Zugglied 10 ist unter Zugbelastung durch Dehnung im elastischen Bereich bei gutem Rückstellverhalten, d. h. mit hohen Rückstellkräften, charakterisiert.The tension member 10 is under tensile load by stretching in the elastic range with good resilience, i. H. characterized by high restoring forces.

Die Abstützeinrichtung weist mindestens je ein Zugglied 10 je zugeordneter Kopfsektion 2 auf, zweckmäßig jedoch vier Zugglieder 10, die derart angeordnet sind, daß jeder Wagenhälfte bezüglich der Quermittelebene und damit jeder Kopfsektion 2 des Untergestells 1 zwei gleichwirkende Zugglieder 10 in symmetrischer Anordnung zugeordnet sind. Die Zugglieder 10 jeder Wagenhälfte sind bezüglich der Zugglieder 10 der anderen Wagenhälfte entgegenwirkend und spiegelsymmetrisch zur Quermittelebene angeordnet.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 each carriage half with respect to the transverse median plane and thus each head section 2 of the underframe 1 is assigned two equally acting tension members 10 in a symmetrical arrangement. The tension members 10 of each car half are arranged counter to the tension members 10 of the other car half and mirror-symmetrical to the transverse central plane.

Die Zugglieder 10 sind in den Ausführungsbeispielen nach den Figuren 1 bis 3 als Außenlangträger ausgebildet, die vom Kopfträger 11 der Kopfsektion 2 über den Hauptquerträger 12 in der Ebene des Untergestells 1 bis zum Mittensattel 7 erstreckt sind und dort über das an dem Zugglied 10 befestigte Widerlager 9 am aufbauseitigen Anschlagstück 8 angreifen. Somit ist eine aus Sicherheitsgründen erwünschte, möglichst durchgehende Flankenabgrenzung gegeben.The tension members 10 are formed in the exemplary embodiments according to FIGS. 1 to 3 as outer longitudinal members, which extend 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 via the abutment fastened to the tension member 10 9 Attack the abutment piece 8 on the body side. This provides a continuous edge delimitation that is desirable for security reasons.

Nachfolgend ist die Abstützeinrichtung bei Beaufschlagung durch einen Auflaufstoß bzw. Pufferstoß erläutert. Die Abstützeinrichtungen sind in den Fig. 1 bis 3 in einer Lage kurz nach der Stoßeinleitung dargestellt.The support device when subjected to an impact impact or buffer impact is explained below. The support devices are shown in Figs. 1 to 3 in a position shortly after the impact initiation.

Nach einem Pufferstoß, beispielsweise auf der Seite A des Kesselwagens, wird die Stoßenergie zunächst durch die im Kraftfluß liegenden Puffer - im Regelfall sind am Stoß vier Puffer beteiligt - in den Grenzen deren maximaler Pufferarbeit erniedrigt. Da der Aufbau 4 auf der Seite A der Stoßeinbringung in Stoßrichtung nicht mit dem aufbauseitigen Anschlagstück 8 im untergestellseitigen Widerlager 9 festgelegt ist, wird der Pufferstoß durch das Untergestell 1 geleitet, wobei ein weiterer Teil der Stoßenergie in Abhängigkeit von der konstruktiven Ausbildung der Federkonstante und der Dämpfungseigenschaft des Untergestells 1 im Untergestell 1 abgebaut wird. Die nunmehr verbliebene Stoßkraft bzw. Stoßenergie wird am Ende B des Untergestells 1 über das Krafteinleitungslager 13 in das Zugglied 10 (um)geleitet und zum Mittensattel 7 geführt und dort über das Widerlager 9 und das behälterseitige Anschlagstück 8 in das Kraftaufnahmelager 14 übertragen. Somit wird ein Abbau der Stoßenergie in den Puffern, im Untergestell 1 und in den dem Ende B zugeordneten Zuggliedern 10 erreicht, bevor eine Krafteinleitung in das Kraftaufnahmelager 14 am Mittensattel 7 erfolgt.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 insertion 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 via the force introduction bearing 13 into the tension member 10 (um) and guided to the center saddle 7 and is transferred there via the abutment 9 and the container-side stop piece 8 into the force absorption bearing 14. A reduction of the impact energy in the buffers, in the underframe 1 and in the tension members 10 associated with the end B is thus achieved before a force is introduced into the force absorption bearing 14 on the center saddle 7.

Die Zugglieder 10 sind grundsätzlich nur in einer Richtung wirksam ausgebildet, nämlich für Zugkräfte aus einer Krafteinleitung über das Krafteinleitungslager 13 vom jeweils stoßabgewandten Ende B des Untergestells 1. Die dem Ende A zugeordneten Zugglieder 10 werden bei einer Stoßeinbringung am Ende A des Untergestells 1 nicht belastet und sind an der Stoßkrafteinleitung in den Aufbau 4 nicht beteiligt.The tension members 10 are basically only effective in one direction, namely for tensile forces from a force application via the force introduction bearing 13 from the end B of the base frame 1 that faces 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 not involved in the introduction of impact force into the structure 4.

In Fig. 3 ist ein zweites Ausführungsbeispiel der Erfindung dargestellt. Hier sind die Längslager 98 im Bereich der Kopfsektionen 2 angeordnet und jedes untergestellseitige Widerlager 9 ist einem aufbauseitigen Anschlagstück 8 zugeordnet, das durch das Widerlager 9 in Richtung auf die Quermittelebene des Güterwagens festgelegt ist. Das Anschlagstück 8 ist am Ende des Zuggliedes 10 befestigt. Das Zugglied 10 erstreckt sich von der Kopfsektion 2 vom Anschlagstück 8 bis zum Mittensattel 7 und ist dort befestigt. Das Zugglied 10 kann auch als durchgehendes Bauteil ausgebildet sein, das als Außenlangträger zwischen den Kopfsektionen angeordnet ist.3 shows a second exemplary embodiment of the invention. Here, the longitudinal bearings 98 are arranged in the area of the head sections 2 and each abutment 9 on the base side is 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 car. 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 which is arranged as an outer longitudinal beam between the head sections.

Bei den Ausführungsbeispielen nach den Figuren 1 bis 3 sind somit zwischen dem Kraftaufnahmelager 14 des Aufbaus 4 und dem Krafteileitungslager 13 des Untergestells 1 Zugglieder 10 angeordnet, die entweder zwischen den untergestellseitigen Widerlagern 9 im Bereich des Mittensattels 7 und deren Abstützung am zugeordneten Ende A, B des Untergestells 1 oder zwischen den aufbauseitigen Anschlagstücken 8 an den Wagenenden A, B und dem Mittensattel 7 befestigt sind. Ein Pufferstoß wird vergleichbar nach dem Durchlauf durch das Untergestell 1 an der stoßabgewandten Seite des Untergestells 1 über das Krafteinleitungslager 13 in das Zugglied 10 umgeleitet, unter Stoßenergieerniedrigung zum Mittensattel 7 geführt und von dort über das Kraftaufnahmelager 14 in den Aufbau 4 eingebracht.In the exemplary embodiments according to FIGS. 1 to 3, tension members 10 are thus arranged between the force absorption bearing 14 of the structure 4 and the force line bearing 13 of the base frame 1, which are 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 are attached to the carriage ends A, B and the center saddle 7. After passing through the base frame 1 on the side of the base frame 1 facing away from the impact, a buffer impact is diverted into the tension member 10 via the force introduction bearing 13, guided to the center saddle 7 with a reduction in impact energy and introduced from there into the structure 4 via the force absorption bearing 14.

Die konstruktiv unterschiedliche Anbindung des Zuggliedes 10 zwischen dem Mittensattel 7 und Anschlagstück 8 im zweiten Ausführungsbeispiel entspricht bei funktionsbezogener Zuordnung der Elemente funktionell der Anbindung aus dem ersten Ausführungsbeispiel.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.

Die Länge der Zugglieder 10 ist ausgehend vom Bereich am Mittensattel 7 bis zu den Enden A, B des Untergestells 1 auf jede Zwischenlänge beliebig festlegbar. Bei Verwendung von Zwischenlängen sind durch die geringere Länge der Energieverzehrelemente allerdings die Beiträge des Untergestells 1 und des Zuggliedes 10 zum Energieverzehr geringer. Die Festlegung der Länge und der Anordnung hat jedoch ebenfalls unter Berücksichtigung von Symmetriefaktoren zu erfolgen.The length of the tension members 10 can be set to any intermediate length, starting from the area on the center saddle 7 to the ends A, B of the base frame 1. If intermediate lengths are used, however, the shorter length of the energy consumption elements means that the contributions of the base frame 1 and the tension member 10 to energy consumption are lower. However, the length and the arrangement must also be determined taking into account symmetry factors.

In zwei weiteren Ausführungbeispielen der Erfindung (Fig. 4 und Fig. 5) sind die Zugglieder 10 der Abstützeirichtungen von einer Güterwagenhälfte bezüglich der Quermittelebene des Güterwagens über die Quermittelebene hinaus zur anderen Güterwagenhälfte erstreckt. Um eine möglichst große effektive Länge der Energieverzehrelemente zu erreichen, sind die Zugglieder 10 zwischen den Kopfsektionen 2 über nahezu das gesamte Untergestell 1 erstreckt.In two further exemplary embodiments of the invention (FIGS. 4 and 5), the tension members 10 of the support directions extend from one freight wagon half with respect to the transverse median plane of the freight wagon beyond the transverse median plane to the other freight wagon half. In order to achieve the greatest possible effective length of the energy dissipation elements, the tension members 10 between the head sections 2 extend over almost the entire base frame 1.

Die Längslager 98 können in Bereich des aufbauseitigen Kraftaufnahmelagers 14 (Fig. 4) oder des untergestellseitigen Krafteinleitungslagers 13 (Fig. 5) angeordnet sein.The longitudinal bearings 98 can be arranged in the area of the force-absorbing bearing 14 on the body side (FIG. 4) or the force-introducing bearing 13 on the base frame (FIG. 5).

Bei beiden Ausführungsbeispielen wird nach Einleitung eines Auflaufstoßes in das Untergestell die Kraft bzw. Energie der bezüglich der Quermittelebene stoßabgewandten Untergestellhälfte B in das Krafteinleitungslager 13 eingeleitet und über das am Krafteinleitungslager 13 angreifende Zugglied 10 zum stoßzugewandten Ende A des Untergestells umgelenkt und bei Ausschöpfen der maximal möglichen Länge am stoßzugewandten Ende A des Aufbaus 4 über das Kraftaufnahmelager 14 in den Aufbau 4 eingeleitet. Auch diese Bauarten erlauben prinzipiell eine beliebig lange Ausführung der Zugglieder 10.In both exemplary embodiments, the force or energy of the underframe half B facing away from the cross-median plane is introduced into the force introduction bearing 13 and via the tension member 10 acting on the force introduction bearing 13 to the end facing the impact after the initiation of an impact impact into the underframe A of the underframe is deflected and, when the maximum possible length has been exhausted at the end A of the structure 4 facing the impact, is introduced into the structure 4 via the force-absorbing bearing 14. In principle, these designs also allow the tension members 10 to be of any length.

Beim Ausführungsbeispiel nach Fig. 5 ergibt sich bezüglich der Richtung der Längsverschiebbarkeit der Anschlagstücke 8 im Vergleich zu den anderen Ausführungsbeispielen eine Richtungsumkehr. Denn hier legen die untergestellseitigen Widerlager 9 das jeweils zugeordnete aufbauseitige Anschlagstück 8 in Richtung auf das dem Anschlagstück 8 zugeordnete Ende des Aufbaus 8 fest, während die Anschlagstücke 8 jeweils in Richtung auf die Quermittelebene des Untergestells 1 im Längslager 98 längsverschieblich gehalten sind.In the exemplary embodiment according to FIG. 5, the direction of the longitudinal displaceability of the stop pieces 8 is reversed in comparison to the other exemplary embodiments. Because here the base-side abutments 9 fix the respectively assigned abutment piece 8 in the direction of the end of the structure 8 assigned to the abutment piece 8, while the abutment pieces 8 are each held longitudinally displaceably in the longitudinal bearing 98 in the direction of the transverse median plane of the base frame 1.

BezugszeichenReference numerals

11
UntergestellUnderframe
22nd
KopfsektionHead section
33rd
MittensektionMiddle section
44th
Aufbauconstruction
55
QuersattelCross saddle
66
HalteelementHolding element
77
MittensattelCenter saddle
88th
AnschlagstückStop piece
99
WiderlagerAbutment
9898
LängslagerLongitudinal bearing
1010th
ZuggliedTension member
1111
KopfträgerHead carrier
1212th
HauptquerträgerMain cross member
1313
KrafteinleitungslagerForce application bearings
1414
KraftaufnahmelagerForce bearing

Claims (7)

  1. Supporting arrangement for bodies (4) mounted on underframes of rail goods trucks, in particular for tanks on tank trucks, whereby the body is fixed at least at the ends of the truck in each case by means of a transverse saddle and suitable holding elements (6) at right-angles to the longitudinal direction of the underframe (1) and is held displaceable longitudinally to a limited degree against the underframe on striking a buffer, and each goods truck half relative to the transverse median plane has at least one longitudinal mounting (98) acting in one direction with a stop (8) and abutment (9) and an energy-dissipating device acting in a longitudinal direction in a mirror-symmetrical arrangement opposing one another relative to the transverse median plane, whereby force-conducting mountings are secured on the underframe and force-absorbing mountings on the body, and the longitudinal mounting (98) and the energy-dissipating device are disposed between the force-conducting mounting and the associated force-absorbing mounting, whereby the force-conducting mounting and the associated force-absorbing mounting are disposed one behind the other in the longitudinal direction such that when a force is conducted from the underframe (1) between the force-conducting mounting and the associated force-absorbing mounting a reversal of the direction of the force occurs and only forces resulting from an increase in the distance between the force-conducting mounting and the associated force-absorbing mounting can be transmitted, whereby a traction member is disposed between the force-conducting mounting and the associated force-absorbing mounting, whereby the longitudinal mounting acting in a longitudinal direction with the stop and abutment is disposed at one end of said traction member and the other end of said traction member is connected fixed in the longitudinal direction either to the force-conducting mounting on the underframe side or to the force-absorbing mounting on the body side, and whereby the traction member is characterised by extension in the elastic range with high restoring forces when under a tensile loading, characterised in that each abutment (9) on the underframe side secures the associated stop (8) on the body side in the direction of the transverse median plane of the underframe (1) and in the direction of the end of the body (4) associated with the stop (8), and the stop (8) is held displaceable longitudinally in the longitudinal mounting (98) both in the direction of the end of the underframe (1) associated with the abutment (9) and in the longitudinal mounting (98) in the direction of the transverse median plane of the underframe (1).
  2. Supporting arrangement according to claim 1, characterised in that the traction member (10) is extended from one goods truck half relative to the transverse median plane beyond the transverse median plane to the other goods truck half.
  3. Supporting arrangement according to claim 2, characterised in that the traction member (10) is extended in the area from the first head section (2) to the second head section (2).
  4. Supporting arrangement according to claim 2, characterised in that the longitudinal mounting (98) is disposed in the area of the force-conducting mounting (13) on the underframe side.
  5. Supporting arrangement according to claim 2, characterised in that the longitudinal mounting (98) is disposed in the area of the force-conducting mounting (14) on the body side.
  6. Supporting arrangement according to one or more of the preceding claims 1 to 5, characterised in that the supporting arrangement exhibits four traction members (10) which are disposed such that each goods truck half or each head section (2) relative to the transverse median plane has two traction members (10) working in the same direction.
  7. Supporting arrangement according to one or more of the preceding claims 1 to 6, characterised in that the traction elements (10) take the form of external longitudinal members which are extended from the head section (2) in the plane of the underframe (1) in each case to the middle saddle (7) or continuously to the second head section (2).
EP92115796A 1991-09-26 1992-09-16 Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles Expired - Lifetime EP0540863B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4132047 1991-09-26
DE4132047A DE4132047A1 (en) 1991-09-26 1991-09-26 SUPPORTING DEVICE FOR BODIES SUPPORTED ON BASE RAIL-MOUNTED GOODS CARS, ESPECIALLY FOR BOILERS ON BOAT TROLLEYS

Publications (2)

Publication Number Publication Date
EP0540863A1 EP0540863A1 (en) 1993-05-12
EP0540863B1 true EP0540863B1 (en) 1995-11-29

Family

ID=6441547

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Application Number Title Priority Date Filing Date
EP92115796A Expired - Lifetime EP0540863B1 (en) 1991-09-26 1992-09-16 Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles

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EP (1) EP0540863B1 (en)
AT (1) ATE130811T1 (en)
CZ (1) CZ294692A3 (en)
DE (2) DE4132047A1 (en)
HU (1) HU211717B (en)
PL (1) PL296054A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU192821U1 (en) * 2019-02-20 2019-10-02 Акционерное общество «Научно-внедренческий центр «Вагоны» (АО «НВЦ «Вагоны») BODY OF A WAGON TANK

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4317574A1 (en) * 1993-05-27 1994-12-01 Linke Hofmann Busch Tank truck logistics system
DE19704463A1 (en) * 1997-02-06 1998-08-13 Linke Hofmann Busch Rail freight wagons, especially tank wagons
DE20104278U1 (en) 2001-03-13 2002-07-18 Feldbinder & Beckmann Fahrzeug Rail freight wagons

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1352981A (en) * 1919-06-25 1920-09-14 Pressed Steel Car Co Tank-car construction
US2191718A (en) * 1937-12-10 1940-02-27 Smith Corp A O Transporting tank
FR1164137A (en) * 1957-01-11 1958-10-06 Bignier Ets Improved process for fixing tanks on vehicles and means of implementation

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU192821U1 (en) * 2019-02-20 2019-10-02 Акционерное общество «Научно-внедренческий центр «Вагоны» (АО «НВЦ «Вагоны») BODY OF A WAGON TANK

Also Published As

Publication number Publication date
HU211717B (en) 1995-12-28
HUT64725A (en) 1994-02-28
PL296054A1 (en) 1993-05-31
DE4132047A1 (en) 1993-04-01
HU9203071D0 (en) 1992-12-28
DE59204497D1 (en) 1996-01-11
CZ294692A3 (en) 1993-04-14
EP0540863A1 (en) 1993-05-12
ATE130811T1 (en) 1995-12-15

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