EP0540863B1 - Fixation pour structures montées sur châssis de wagons à marchandises sur rails notamment pour citernes sur wagons-citernes - Google Patents

Fixation pour structures montées sur châssis de wagons à marchandises sur rails notamment pour citernes sur wagons-citernes 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
Authority
EP
European Patent Office
Prior art keywords
force
underframe
mounting
longitudinal
bearing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP92115796A
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German (de)
English (en)
Other versions
EP0540863A1 (fr
Inventor
Günther Aust
Günter Dipl.-Ing. Beier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch GmbH
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Filing date
Publication date
Application filed by Linke Hofmann Busch GmbH filed Critical Linke Hofmann Busch GmbH
Publication of EP0540863A1 publication Critical patent/EP0540863A1/fr
Application granted granted Critical
Publication of EP0540863B1 publication Critical patent/EP0540863B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
  • Clamps And Clips (AREA)
  • Body Structure For Vehicles (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Handcart (AREA)

Claims (7)

  1. Dispositif de soutien pour des structures (4) montées sur des châssis de wagons à marchandises roulant sur des rails, en particulier pour des citernes sur des wagons-citernes, selon lequel la structure est immobilisée transversalement à la direction longitudinale du châssis (9), au moins aux extrémités du wagon, respectivement au moyen d'un berceau transversal et d'éléments de retenue adaptés (6), et est maintenue mobile en translation longitudinale sur une plage limitée, lors d'un tamponnement, par rapport au châssis, et, à chaque moitié du wagon à marchandises, considérée relativement au plan médian transversal, sont adjoints au moins un palier de butée (98) agissant dans une direction et comportant une pièce de butée (8) et une contre-butée (9), et un dispositif absorbant de l'énergie, actif dans une direction longitudinale, ceci selon des dispositions énantiomorphes mutuellement inversées par rapport au plan médian transversal, tandis qu'un support applicateur de force est fixé au châssis et un support récepteur de force est fixé à la structure, et que le palier de butée (98) et le dispositif absorbant de l'énergie sont disposés entre le support applicateur de force et le support récepteur de force associés, le support applicateur de force et le support récepteur de force associés étant disposés l'un derrière l'autre dans la direction longitudinale, d'une façon telle que, lors de l'application d'une force à partir du châssis (1), une inversion de la direction de la force est produite entre le support applicateur de force et le support récepteur de force associés et que seules des forces résultant d'une augmentation de la distante entre le support applicateur de force et le support récepteur de force associés peuvent être transmises, tandis qu'entre le support applicateur de force et le support récepteur de force associés, est disposé un élément de traction à l'une des extrémités duquel le palier de butée, agissant dans une direction longitudinale et comportant la pièce de butée et la contre-butée, est disposé, et dont l'autre extrémité est reliée, rigidement en direction longitudinale, soit au support applicateur de force situé côté châssis, soit au support récepteur de force situé côté structure, l'élément de traction présentant la caractéristique d'être, sous contrainte de traction, extensible dans le domaine des déformations élastiques, avec des forces de rappel intenses, caractérisé en ce que chaque contre-butée (9) située côté châssis immobilise la pièce de butée respectivement associée (8), située côté structure, aussi bien dans la direction allant vers le plan médian transversal du châssis (1) que dans la direction allant vers l'extrémité, associée à la pièce de butée (8), de la structure (4), et en ce que la pièce de butée (8) est maintenue mobile en translation longitudinale, aussi bien dans la direction allant vers l'extrémité, associée à la contre-butée (9), du châssis (1), dans le palier de butée (98), que dans la direction allant vers le plan médian transversal du châssis (1), dans le palier de butée (98).
  2. Dispositif de soutien selon la revendication 1, caractérisé en ce que l'élément de traction (10) s'étend, à partir d'une moitié du wagon à marchandises, considéré relativement au plan médian transversal, au-delà du plan médian transversal jusqu'à l'autre moitié du wagon à marchandises.
  3. Dispositif de soutien selon la revendication 2, caractérisé en ce que l'élément de traction (10) s'étend dans la région allant de la première section de tête (2) à la seconde section de tête (2).
  4. Dispositif de soutien selon la revendication 2, caractérisé en ce que le palier de butée (98) est disposé au voisinage du support applicateur de force (13) situé côté châssis.
  5. Dispositif de soutien selon la revendication 2, caractérisé en ce que le palier de butée (98) est disposé au voisinage du palier récepteur de force (14) situé côté structure.
  6. Dispositif de soutien selon une ou plusieurs des revendications précédentes 1 à 5, caractérisé en ce que le dispositif de soutien comporte quatre éléments de traction (10) qui sont disposés d'une façon telle qu'à chaque moitié du wagon à marchandises ou, suivant le cas, à chaque section de tête (2), considérée relativement au plan médian transversal, sont adjoints deux éléments de traction (10) agissant dans le même sens.
  7. Dispositif de soutien selon une ou plusieurs des revendications précédentes 1 à 6, caractérisé en ce que les éléments de traction (10) sont réalisés sous la forme de longerons extérieurs qui s'étendent chacun, depuis la section de tête (2), dans le plan du châssis (1), jusqu'au berceau central (7) ou, de bout en bout, jusqu'à la seconde section de tête (2).
EP92115796A 1991-09-26 1992-09-16 Fixation pour structures montées sur châssis de wagons à marchandises sur rails notamment pour citernes sur wagons-citernes Expired - Lifetime EP0540863B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4132047 1991-09-26
DE4132047A DE4132047A1 (de) 1991-09-26 1991-09-26 Abstuetzeinrichtung fuer auf untergestellen schienengebundener gueterwagen gelagerte aufbauten, insbesondere fuer kessel auf kesselwagen

Publications (2)

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

Family

ID=6441547

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92115796A Expired - Lifetime EP0540863B1 (fr) 1991-09-26 1992-09-16 Fixation pour structures montées sur châssis de wagons à marchandises sur rails notamment pour citernes sur wagons-citernes

Country Status (6)

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

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU192821U1 (ru) * 2019-02-20 2019-10-02 Акционерное общество «Научно-внедренческий центр «Вагоны» (АО «НВЦ «Вагоны») Кузов вагона-цистерны

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4317574A1 (de) * 1993-05-27 1994-12-01 Linke Hofmann Busch Tankwagen-Logistik-System
DE19704463A1 (de) * 1997-02-06 1998-08-13 Linke Hofmann Busch Schienengebundener Güterwagen, insbesondere Kesselwagen
DE20104278U1 (de) 2001-03-13 2002-07-18 Feldbinder & Beckmann Fahrzeug Schienengebundener Güterwagen

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 (fr) * 1957-01-11 1958-10-06 Bignier Ets Procédé perfectionné pour la fixation des citernes sur véhicules et moyens de mise en oeuvre

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU192821U1 (ru) * 2019-02-20 2019-10-02 Акционерное общество «Научно-внедренческий центр «Вагоны» (АО «НВЦ «Вагоны») Кузов вагона-цистерны

Also Published As

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

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