EP0575928A1 - Railroad freight car - Google Patents

Railroad freight car Download PDF

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Publication number
EP0575928A1
EP0575928A1 EP93109849A EP93109849A EP0575928A1 EP 0575928 A1 EP0575928 A1 EP 0575928A1 EP 93109849 A EP93109849 A EP 93109849A EP 93109849 A EP93109849 A EP 93109849A EP 0575928 A1 EP0575928 A1 EP 0575928A1
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EP
European Patent Office
Prior art keywords
sliding
wall
wall parts
underframe
longitudinal
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.)
Granted
Application number
EP93109849A
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German (de)
French (fr)
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EP0575928B1 (en
Inventor
Guido Bieker
Günter Dr. Köhler
Klaus Schöler
Paul-Werner Wagener
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Bombardier Transportation GmbH
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ABB Henschel Waggon Union GmbH
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Publication of EP0575928A1 publication Critical patent/EP0575928A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D39/00—Wagon or like covers; Tarpaulins; Movable or foldable roofs
    • B61D39/002—Sliding or folding roofs
    • B61D39/003—Sliding or folding roofs telescopic

Definitions

  • the invention relates to a railway freight wagon with a base frame carried by carriages, which has a substantially flat loading surface and long girders, which are designed as fish belly girders in the area between the gears, the loading space by end walls which are firmly connected to the base frame, a roof and can be swung out and displaced Sliding wall parts existing side walls or by the roof and the side walls formed liftable, pivotable and movable one over the other whole wall parts is limited, in the longitudinal center between the sliding wall or the whole wall parts fixed mullions or a fixed portal can be arranged.
  • the side wall of the rail freight wagon is formed from the side wall frame formed from the end wall post, top flange, underframe outer longitudinal member and preferably central post and in the closed state in a plane lying on it diagonally rigid sliding wall parts
  • the Front wall posts and the middle posts in front of stop surfaces of the sliding wall parts preferably have surfaces running at right angles to the loading area in at least their upper and lower areas, the right-angled surfaces having stop surfaces in at least their upper and lower areas
  • the sliding wall parts at their vertical longitudinal ends in the area of the Stop faces of the end wall posts and middle posts are designed to cover these stop faces and have stops or stop faces, and the sliding wall parts are in the closed state with their stop faces with play in front of the stop faces of the end wall posts or middle posts.
  • This configuration of the corner and middle posts or sliding wall parts ensures that free twisting of the car body in a limited area is not hindered by the sliding wall parts.
  • the sliding wall parts slide freely along the side wall frame on their contact surfaces.
  • this corner shift can only continue until the stops on the vertical longitudinal end of the sliding wall parts lie against the stop faces of the end or center posts.
  • the side wall frame is then rigid and the longitudinal forces are transferred diagonally from the upper ends of the end wall via the sliding wall parts to the underframe outer side members.
  • DE-OS 33 12 001 is also a railway freight wagon with end walls and a fixed central portal, one essentially flat loading floor and covering the cargo space, in the closed position lying in a plane known, which are divided in their upper apex and provided with joints and which can be lifted and swung out to move from their closed position into a displacement position, each of the cargo space between an end wall and the cover covering the central portal in the closed position is clamped positively and non-positively to the end wall at its end wall-side longitudinal end, on its long sides below near the end wall-side longitudinal end with stop pieces in the direction of the end wall and with play near its portal-side longitudinal end below with cramps in the direction of the end wall in front and under anti-lift devices of the base stands.
  • the charge pressure acting on the end walls in the event of a buffer impact is largely discharged via the hoods into the undercarriage of the railway freight wagon by means of the tensile force transferred to the undercarriage through the hoods.
  • the end wall can thus be made lighter and its connection to the base frame can be made simple.
  • a disadvantage of this design is that a further requirement for each railroad car, namely the lifting of the railroad car in a loaded state by means of lifting units to be arranged at the ends under the base frame, results in a considerable overloading of the base frame, since the body structure is not used for carrying can.
  • the hoods are unable to relieve the underframe due to their interlocking with the front wall and the underframe.
  • the object of the present invention was to find a way for a railway freight wagon of the type mentioned in the introduction, the sliding wall or whole wall parts delimiting the loading space in the closed state of the railway freight wagon for the transfer of horizontal and vertical forces, which are used in rail traffic and in the other Lifting off the rail freight wagon from its drives can occur.
  • this object is achieved in that the sliding wall parts or the whole wall parts in their closed position end wall-side longitudinal ends in their vertical area at the top with the front wall and at their longitudinal end facing the middle of the car at the bottom with the base frame and the sliding or full-wall parts in their vertical area between the bracket on the front wall and the bracket on the base frame for transferring train - And pressure forces are trained.
  • both the horizontal longitudinal forces acting on the end walls in the buffer joint are derived directly from the vertical parts of the sliding or full-wall parts acting as the tension band into the underframe, and when the rail freight wagon is lifted at its longitudinal ends, those from the end walls via the sliding wall parts acting pressure forces transferred to an area of the base, which is to be regarded as non-critical due to its fish-bellied training.
  • the clamping of the sliding or whole wall parts with the end wall or with the base frame is designed with longitudinal play. This design of the clamping with longitudinal play ensures that the torsion of the car body required for good running properties within the required limits and the actuation of the sliding wall parts under different loading conditions are not impeded.
  • clips with eyelets or cams are arranged to clamp the sliding parts or the whole wall parts to the front wall and the base frame on the sliding wall parts or the whole wall parts and on the base frame or the center post or the center portal.
  • Each sliding wall part 4 is delimited in its vertically extending region by upper longitudinal straps 8, lower longitudinal straps 9 and end cross sections 10 and 11, respectively. Between the upper longitudinal straps 8, the lower longitudinal straps 9 and the transverse profiles 10 and 11, further transverse profiles 12 with a sheeting 13 or double-walled or sandwich components can be provided.
  • Each upper longitudinal belt 8 carries at its end wall end a tab 15 which has an eyelet 16.
  • an outwardly projecting cam 17 is provided for each tab 15, which projects into the eyelet 16 of the tab 15 of the corresponding upper longitudinal belt 8 in the closed position of the sliding wall parts 4.
  • Each lower longitudinal belt 9 carries at its longitudinal end facing the middle of the carriage a tab 20 which has an eyelet 21.
  • a cam 22 is fixedly arranged for each sliding wall part 4 near the middle of the car, which projects into the eyelet 21 of the tab 20 of the sliding wall part 4 in the closed position of the sliding wall parts 4.
  • the cam 22 can alternatively be arranged on the central post or the central portal in the lower region thereof.
  • the cams 17 and 22 protrude into the eyelet 16 or 21 of the bracket 15 or 20. If the end walls are overloaded, for example by a buffer impact, and the corner walls of the end walls are thereby displaced relative to the undercarriage of the railway freight wagon About the cams 17 and 22 and the tabs 15 and 20 a positive connection of the upper corner area of the sliding wall parts 4 with the front wall 2 on the one hand and near the center of the car with the underframe 5 of the rail freight car on the other hand, so that the sliding wall part 4 in its vertical area over the diagonal as Tension strut works.
  • each sliding wall part 4 acts in its vertical region across the diagonal from the upper end wall corner to the center of the wagon in the long girder 6 of the underframe 5 after overcoming the play in eyelets 16 and 21 as a strut.
  • the free opening and closing of the sliding wall parts 4 is not hindered by the cams 17 and 22, since the size of the eyelet 16 and 21 is selected so that the torsion of the car body resulting from the loading weight and unevenness of the track can be absorbed within this game.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Medicines Containing Material From Animals Or Micro-Organisms (AREA)
  • Processes Of Treating Macromolecular Substances (AREA)
  • Body Structure For Vehicles (AREA)
  • Medicines Containing Antibodies Or Antigens For Use As Internal Diagnostic Agents (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Beans For Foods Or Fodder (AREA)
  • Handcart (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Loading Or Unloading Of Vehicles (AREA)

Abstract

The invention relates to a railway goods wagon with an underframe (5) which is borne by sets of running gear and has an essentially level loading platform (1) and longitudinal beams (6) which are constructed as fish beams in the region between the sets of running gear (7), and the loading space is bounded by end walls (2) which are permanently connected to the underframe (5), a roof shell (3) and side walls which consist of sliding wall components (4), which can be displaced and swivelled out, or by raisable, swivelling-out entire wall components which can be displaced one on top of the other and form the roof and the side walls. The object of the invention consisted in finding a possible way, for a railway goods wagon of the type mentioned at the beginning, of using the sliding wall components and entire wall components, which bound the loading space, to transmit horizontal and vertical forces in the closed state of the railway goods wagon. This object is achieved in that the sliding wall components (4) or the entire wall components, in the closed position, are clamped at their end wall-side longitudinal ends at the top in their vertical region to the end wall (2) and at their longitudinal end facing the longitudinal centre of the wagon are clamped at the bottom to the underframe (5) in a positively engaging fashion and the sliding wall components or entire wall components are constructed in their vertical area between the clamped attachment to the end wall (2) and the clamped attachment to the underframe (5) so as to transfer tensile forces and pressure forces. <IMAGE>

Description

Die Erfindung betrifft einen Eisenbahngüterwagen mit einem von Laufwerken getragenen Untergestell, das eine im wesentlichen ebene Ladefläche und Langträger aufweist, die im Bereich zwischen den Laufwerken als Fischbauchträger ausgebildet sind, der Laderaum durch fest mit dem Untergestell verbundene Stirnwände, einem Dach und aus ausschwenkbaren und verschiebbaren Schiebewandteilen bestehenden Seitenwänden oder durch das Dach und die Seitenwände gebildendte anhebbare, ausschwenkbare und übereinander verschiebbare Ganzwandteile begrenzt ist, wobei in Längsmitte zwischen den Schiebewand- oder den Ganzwandteilen feste Mittelpfosten oder ein festes Portal angeordnet sein können.The invention relates to a railway freight wagon with a base frame carried by carriages, which has a substantially flat loading surface and long girders, which are designed as fish belly girders in the area between the gears, the loading space by end walls which are firmly connected to the base frame, a roof and can be swung out and displaced Sliding wall parts existing side walls or by the roof and the side walls formed liftable, pivotable and movable one over the other whole wall parts is limited, in the longitudinal center between the sliding wall or the whole wall parts fixed mullions or a fixed portal can be arranged.

Eisenbahngüterwagen der genannten Art bilden in 2- und 4-achsiger Ausführung die Standardgüterwagen für den Transport von nässeempfindlichen Stückgütern. Durch die sich ständig erhöhenden Anforderungen der Betreiber an Leichtbau, größeres Ladevolumen und tiefliegende Ladefläche ergibt sich die Notwendigkeit, den gesamten Wagenkasten und damit auch die zum Be- und Entladen des Wagens öffnungsfähigen Teile für die im Schienenverkehr auftretenden Kräfte in die Tragkonstruktion mit einzubeziehen.Railway freight wagons of the type mentioned form the standard freight wagons for the transport of moisture-sensitive general cargo in 2- and 4-axle versions. Due to the constantly increasing requirements of the operator for lightweight construction, larger loading volume and low-lying loading area, there is a need to include the entire car body and thus also the parts that can be opened for loading and unloading the car in the supporting structure for the forces occurring in rail transport.

Durch die DE-PS 23 38 530 ist bereits eine Seitenwand für Eisenbahngüterwagen mit Schiebewandteilen bekannt, die bei einem Pufferstoß zur Überleitung der Horizontalkräfte von den Stirnwänden auf die Untergestell-Außenlangträger mit herangezogen wird. Hierbei ist die Seitenwand des Eisenbahngüterwagens gebildet aus dem aus Stirnwandpfosten, Obergurt, Untergestell-Außenlangträger und vorzugsweise Mittelpfosten gebildeten Seitenwandrahmen und in geschlossenem Zustand in einer Ebene daran anliegenden diagonalsteifen Schiebewandteilen, wobei die Stirnwandpfosten und die Mittelpfosten vor Anschlagflächen der Schiebewandteile vorgezogene, vorzugsweise rechtwinklig zur Ladefläche verlaufende Flächen in mindestens ihrem oberen und unteren Bereich aufweisen, wobei die rechtwinklig verlaufenden Flächen Anschlagflächen in mindestens ihrem oberen und unteren Bereich aufweisen und wobei die Schiebwandteile an ihren vertikalen Längsenden im Bereich der Anschlagflächen der Stirnwandpfosten und Mittelpfosten deckend zu diesen Anschlagflächen ausgebildet Anschläge oder Anschlagflächen aufweisen und wobei die Schiebewandteile in geschlossenem Zustand mit ihren Anschlagflächen mit Spiel vor den Anschlagflächen der Stirnwandpfosten bzw. Mittelpfosten stehen. Durch diese Ausbildung der Eck- und Mittelpfosten bzw. Schiebewandteile wird erreicht, daß ein freies Verwinden des Wagenkastens in begrenztem Bereich nicht durch die Schiebewandteile behindert wird. Beim Verwinden des Wagenkastens gleiten die Schiebewandteile an ihren Anlaufflächen behinderungsfrei an dem Seitenwandrahmen entlang. Tritt bei einem Pufferstoß jedoch eine Eckverschiebung des Seitenwandrahmens in Wagenlängsrichtung ein, kann sich diese Eckverschiebung nur so weit fortsetzen, bis die Anschläge am vertikalen Längsende der Schiebewandteile gegen die Anschlagflächen der Stirn- bzw. Mittelpfosten anliegen. Danach ist der Seitenwandrahmen eckensteif und die Längskräfte werden diagonal von den oberen Stirnwandenden über die Schiebewandteile auf die Untergestell-Außenlangträger übergeleitet. Bei dieser Konstruktion wird jedoch beim Pufferstoß nachteilig von der belasteten Stirnwand die auf diese einwirkende Kraft erst über den gesamten Dachbereich in die gegenüberliegende Stirnwand und von dieser dann diagonal als Druckkraft über die entsprechenden Schiebewandteile in das Untergestell abgeleitet. Der Kräfteverlauf in dem Wagenkasten beansprucht somit auf ungünstige Weise lediglich die Schiebewandteile eines Wagenlängsendes. Dieses wirkt sich ungünstig auf deren konstruktive Ausführung aus. Bei im Zuge des Leichtbaus dünner werdenden Schiebewandteilen reicht deren Knickstabilität zudem nicht aus, um die gesamten, beim Auflaufstoß auftretenden Kräfte in das Untergestell abzuleiten.From DE-PS 23 38 530 a side wall for rail freight wagons with sliding wall parts is already known, which is used in a buffer joint to transfer the horizontal forces from the end walls to the underframe outer side members. Here, the side wall of the rail freight wagon is formed from the side wall frame formed from the end wall post, top flange, underframe outer longitudinal member and preferably central post and in the closed state in a plane lying on it diagonally rigid sliding wall parts, the Front wall posts and the middle posts in front of stop surfaces of the sliding wall parts preferably have surfaces running at right angles to the loading area in at least their upper and lower areas, the right-angled surfaces having stop surfaces in at least their upper and lower areas, and the sliding wall parts at their vertical longitudinal ends in the area of the Stop faces of the end wall posts and middle posts are designed to cover these stop faces and have stops or stop faces, and the sliding wall parts are in the closed state with their stop faces with play in front of the stop faces of the end wall posts or middle posts. This configuration of the corner and middle posts or sliding wall parts ensures that free twisting of the car body in a limited area is not hindered by the sliding wall parts. When the car body is twisted, the sliding wall parts slide freely along the side wall frame on their contact surfaces. However, if there is a corner shift of the side wall frame in the longitudinal direction of the car during a buffer impact, this corner shift can only continue until the stops on the vertical longitudinal end of the sliding wall parts lie against the stop faces of the end or center posts. The side wall frame is then rigid and the longitudinal forces are transferred diagonally from the upper ends of the end wall via the sliding wall parts to the underframe outer side members. In this construction, however, in the event of a buffer impact, the load acting on the end wall is first of all diverted over the entire roof area into the opposite end wall and then diagonally as a compressive force via the corresponding sliding wall parts into the base frame. The course of forces in the car body thus only unfavorably stresses the sliding wall parts of a longitudinal end of the car. This has an unfavorable effect on their design. In the case of sliding wall parts becoming thinner as a result of the lightweight construction, their buckling stability is also not sufficient to dissipate the entire forces occurring during the impact impact into the base frame.

Durch die DE-OS 33 12 001 ist weiter ein Eisenbahngüterwagen mit Stirnwänden und fest angeordnetem Mittelportal, einem im wesentlichen ebenen Ladeboden und den Laderaum abdeckenden, in Schließstellung in einer Ebene liegenden Hauben bekannt, die in ihren oberen Scheitel geteilt und mit Gelenken versehen sind und die zum Verschieben aus ihrer Schließstellung in eine Verschiebestellung anhebbar und ausschwenkbar sind, wobei jede den Laderaum zwischen einer Stirnwand und dem Mittelportal abdeckende Haube in Schließstellung an ihrem stirnwandseitigem Längsende form- und kraftschlüssig mit der Stirnwand verklammert ist, auf ihren Längsseiten unten nahe dem stirnwandseitigem Längsende mit Anschlagstücken in Richtung Stirnwand und mit Spiel nahe ihres portalseitigen Längsendes unten mit Krampen in Richtung Stirnwand vor und unter Abhebesicherungen des Untergestells steht. Bei dieser Ausführung wird der bei einem Pufferstoß auf die Stirnwände einwirkende Ladungsdruck zum größten Teil über die Hauben in das Untergestell des Eisenbahngüterwagens mittels der durch die Hauben auf das Untergestell übergeleiteten Zugkraft abgeleitet. Die Stirnwand kann dadurch leichter gebaut und deren Anbindung an des Untergestell einfach gestaltet werden. Nachteilig bei dieser Ausführung ist jedoch, daß eine weitere Anforderung an jeden Eisenbahnwagen, nämlich das Anheben des Eisenbahnwagens in beladenem Zustand mittels an den Stirnenden unter das Untergestell anzuordnenden Anhebeaggregaten eine erhebliche Überlastung des Untergestells nach sich zieht, da der Wagenkastenaufbau nicht zum Tragen mit benutzt werden kann. Bei der genannten Vorveröffentlichung sind die Hauben nicht in der Lage, aufgrund ihrer Verklammerung mit der Stirnwand und dem Untergestell eine Entlastung des Untergestells zu bewirken.DE-OS 33 12 001 is also a railway freight wagon with end walls and a fixed central portal, one essentially flat loading floor and covering the cargo space, in the closed position lying in a plane known, which are divided in their upper apex and provided with joints and which can be lifted and swung out to move from their closed position into a displacement position, each of the cargo space between an end wall and the cover covering the central portal in the closed position is clamped positively and non-positively to the end wall at its end wall-side longitudinal end, on its long sides below near the end wall-side longitudinal end with stop pieces in the direction of the end wall and with play near its portal-side longitudinal end below with cramps in the direction of the end wall in front and under anti-lift devices of the base stands. In this version, the charge pressure acting on the end walls in the event of a buffer impact is largely discharged via the hoods into the undercarriage of the railway freight wagon by means of the tensile force transferred to the undercarriage through the hoods. The end wall can thus be made lighter and its connection to the base frame can be made simple. A disadvantage of this design, however, is that a further requirement for each railroad car, namely the lifting of the railroad car in a loaded state by means of lifting units to be arranged at the ends under the base frame, results in a considerable overloading of the base frame, since the body structure is not used for carrying can. In the aforementioned prior publication, the hoods are unable to relieve the underframe due to their interlocking with the front wall and the underframe.

Die Aufgabe vorliegender Erfindung bestand darin, für einen Eisenbahngüterwagen der eingangs genannten Art eine Möglichkeit zu finden, die den Laderaum begrenzenden Schiebewand- bzw. Ganzwandteile in geschlossenem Zustand des Eisenbahngüterwagens für die Überleitung von Horizontal- und Vertikalkräften, die einmal beim Schienenverkehr und zum anderen beim Abheben des Eisenbahngüterwagens von seinen Laufwerken auftreten können, mit heranzuziehen.The object of the present invention was to find a way for a railway freight wagon of the type mentioned in the introduction, the sliding wall or whole wall parts delimiting the loading space in the closed state of the railway freight wagon for the transfer of horizontal and vertical forces, which are used in rail traffic and in the other Lifting off the rail freight wagon from its drives can occur.

Gemäß der Erfindung wird diese Aufgabe dadurch gelöst, daß die Schiebewandteile oder die Ganzwandteile in Schließstellung an ihren stirnwandseitigen Längsenden in ihrem vertikalen Bereich oben mit der Stirnwand und an ihrem der Wagenlängsmitte zugekehrten Längsende unten mit dem Untergestell kraftschlüssig verklammert sind und die Schiebe- oder Ganzwandteile in ihrem vertikalen Bereich zwischen der Verklammerung an der Stirnwand und der Verklammerung an dem Untergestell zur Überleitung von Zug- und Druckkräften ausgebildet sind. Durch diese erfindungsgemäße Konstruktion werden sowohl die horizontalen, auf die Stirnwände einwirkenden Längskräfte beim Pufferstoß direkt über die als Zugband wirkenden vertikalen Teile der Schiebe- bzw. Ganzwandteile in das Untergestell abgeleitet als auch beim Anheben des Eisenbahngüterwagens an seinen Längsenden die von den Stirnwänden über die Schiebewandteile einwirkenden Druckkräfte in einen Bereich des Untergestells übergeleitet, der durch seine Fischbauchausbildung als biegeunkritisch anzusehen ist. Gemäß der Erfindung ist die Verklammerung der Schiebe- bzw. Ganzwandteile mit der Stirnwand bzw. mit dem Untergestell mit Längsspiel ausgebildet. Durch diese Ausbildung der Verklammerung mit Längsspiel ist gewährleistet, daß die für gute Laufeigenschaften geforderte Verwindung des Wagenkastens in den erforderlichen Grenzen sowie die Betätigung der Schiebewandteile bei unterschiedlichen Beladezuständen nicht behindert wird.According to the invention, this object is achieved in that the sliding wall parts or the whole wall parts in their closed position end wall-side longitudinal ends in their vertical area at the top with the front wall and at their longitudinal end facing the middle of the car at the bottom with the base frame and the sliding or full-wall parts in their vertical area between the bracket on the front wall and the bracket on the base frame for transferring train - And pressure forces are trained. With this construction according to the invention, both the horizontal longitudinal forces acting on the end walls in the buffer joint are derived directly from the vertical parts of the sliding or full-wall parts acting as the tension band into the underframe, and when the rail freight wagon is lifted at its longitudinal ends, those from the end walls via the sliding wall parts acting pressure forces transferred to an area of the base, which is to be regarded as non-critical due to its fish-bellied training. According to the invention, the clamping of the sliding or whole wall parts with the end wall or with the base frame is designed with longitudinal play. This design of the clamping with longitudinal play ensures that the torsion of the car body required for good running properties within the required limits and the actuation of the sliding wall parts under different loading conditions are not impeded.

Zweckmäßigerweise sind zur Verklammerung der Schiebe- oder der Ganzwandteile mit der Stirnwand und dem Untergestell an den Schiebewand- oder den Ganzwandteilen und an dem Untergestell oder den Mittelpfosten oder dem Mittelportal Laschen mit Ösen bzw. Nocken angeordnet.Appropriately, clips with eyelets or cams are arranged to clamp the sliding parts or the whole wall parts to the front wall and the base frame on the sliding wall parts or the whole wall parts and on the base frame or the center post or the center portal.

Einzelheiten der Erfindung sind anhand eines Ausführungsbeispiels in der Zeichnung erläutert.Details of the invention are explained using an exemplary embodiment in the drawing.

Es zeigen

Figur 1
die Seitenansicht einer Hälfte eines Eisenbahngüterwagens gemäß der Erfindung in schematischer Darstellung
Figur 2
die Einzelheit "A" der Figur 1 in vergrößerter Darstellung
Figur 3
die Einzelheit "B" der Figur 1 in vergrößerter Darstellung
Figur 4
den Horizontalschnitt durch die Einzelheit "A" der Figur 1 in vergrößerter Darstellung
Figur 5
den Horizontalschnitt durch die Einzelheit "B" der Figur 1 in vergrößerter Darstellung
Der Wagenkasten des in Figur 1 dargestellten Eisenbahngüterwagens besteht im wesentlichen aus der auf ihrer Oberseite ebenen Ladeplattform 1, den festen Stirnwänden 2, der Dachschale 3 und den die Seitenwände des Eisenbahngüterwagens bildenden Schiebewandteilen 4. Die Ladeplattform 1 ist dabei Teil des Untergestells 5, das aus nicht dargestellten Querträgern und Langträgern besteht, wobei äußere Langträger 6 des Untergestells 5 zwischen den Laufwerken 7 als Fischbauchträger ausgebildet sind.Show it
Figure 1
the side view of a half of a rail freight wagon according to the invention in a schematic representation
Figure 2
the detail "A" of Figure 1 in an enlarged view
Figure 3
the detail "B" of Figure 1 in an enlarged view
Figure 4
the horizontal section through the detail "A" of Figure 1 in an enlarged view
Figure 5
the horizontal section through the detail "B" of Figure 1 in an enlarged view
The car body of the railway freight wagon shown in Figure 1 consists essentially of the flat loading platform 1 on its upper side, the fixed end walls 2, the roof shell 3 and the sliding wall parts 4 forming the side walls of the railway freight wagon. The loading platform 1 is part of the underframe 5 which consists of Cross members and long beams, not shown, exist, outer long beams 6 of the underframe 5 being formed between the drives 7 as fish belly beams.

Jedes Schiebewandteil 4 ist in seinem vertikal verlaufenden Bereich durch obere Längsgurte 8, untere Längsgurte 9 und stirnseitige Querprofile 10 bzw. 11 begrenzt. Zwischen den obere Längsgurten 8, den unteren Längsgurten 9 und den Querprofilen 10 und 11 können weitere Querprofile 12 mit einer Beplankung 13 oder doppelwandige oder Sandwichbauteile vorgesehen sein.Each sliding wall part 4 is delimited in its vertically extending region by upper longitudinal straps 8, lower longitudinal straps 9 and end cross sections 10 and 11, respectively. Between the upper longitudinal straps 8, the lower longitudinal straps 9 and the transverse profiles 10 and 11, further transverse profiles 12 with a sheeting 13 or double-walled or sandwich components can be provided.

Jeder obere Längsgurt 8 trägt an seinem stirnwandseitigen Ende eine Lasche 15, die eine Öse 16 aufweist. An dem Querende der Stirnwand 2 ist oben für jede Lasche 15 ein nach außen ragender Nocken 17 vorgesehen, der in Schließstellung der Schiebewandteile 4 in die Öse 16 der Lasche 15 des entsprechenden oberen Längsgurtes 8 ragt.Each upper longitudinal belt 8 carries at its end wall end a tab 15 which has an eyelet 16. At the transverse end of the end wall 2, an outwardly projecting cam 17 is provided for each tab 15, which projects into the eyelet 16 of the tab 15 of the corresponding upper longitudinal belt 8 in the closed position of the sliding wall parts 4.

Jeder untere Längsgurt 9 trägt an seinem der Wagenquermitte zugekehrten Längsende eine Lasche 20, die eine Öse 21 aufweist. An dem Langträger 6 des Wagenkastens ist für jedes Schiebewandteil 4 nahe der Wagenquermitte außen ein Nocken 22 fest angeordnet, der in Schließstellung der Schiebewandteile 4 in die Öse 21 der Lasche 20 des Schiebewandteils 4 ragt. Bei mit Mittelpfosten oder einem Mittelportal ausgerüsteten Schiebewandwagen kann der Nocken 22 auch alternativ an dem Mittelpfosten oder dem Mittelportal in dessen unterem Bereich angeordnet sein.Each lower longitudinal belt 9 carries at its longitudinal end facing the middle of the carriage a tab 20 which has an eyelet 21. On the long beam 6 of the car body, a cam 22 is fixedly arranged for each sliding wall part 4 near the middle of the car, which projects into the eyelet 21 of the tab 20 of the sliding wall part 4 in the closed position of the sliding wall parts 4. With a central post or a central portal equipped sliding wall wagon, the cam 22 can alternatively be arranged on the central post or the central portal in the lower region thereof.

In Schließstellung der Schiebewandteile 4 ragen die Nocken 17 und 22 in die Öse 16 bzw. 21 der Lasche 15 bzw. 20. Bei einer, beispielsweise durch einen Pufferstoß, erfolgenden Überlastung der Stirnwände und die dadurch erfolgende Eckverschiebung der Stirnwände gegenüber dem Untergestell des Eisenbahngüterwagens erfolgt über die Nocken 17 und 22 und die Laschen 15 und 20 eine formschlüssige Verbindung des oberen Eckbereichs der Schiebewandteile 4 mit der Stirnwand 2 einerseits und nahe der Wagenquermitte mit dem Untergestell 5 des Eisenbahngüterwagens andererseits, sodaß das Schiebewandteil 4 in seinem vertikalen Bereich über die Diagonale als Zugstrebe wirkt.In the closed position of the sliding wall parts 4, the cams 17 and 22 protrude into the eyelet 16 or 21 of the bracket 15 or 20. If the end walls are overloaded, for example by a buffer impact, and the corner walls of the end walls are thereby displaced relative to the undercarriage of the railway freight wagon About the cams 17 and 22 and the tabs 15 and 20 a positive connection of the upper corner area of the sliding wall parts 4 with the front wall 2 on the one hand and near the center of the car with the underframe 5 of the rail freight car on the other hand, so that the sliding wall part 4 in its vertical area over the diagonal as Tension strut works.

Bei einem Anheben des Eisenbahngüterwagens an den Längsenden des Untergestells 5 wirkt jedes Schiebewandteil 4 in seinem vertikalen Bereich über die Diagonale von der oberen Stirnwandecke zur Wagenquermitte in den Langträger 6 des Untergestells 5 nach Überwindung des Spiels in Öse 16 und 21 als Druckstrebe. Das freie Öffnen und Schließen der Schiebewandteile 4 wird durch die Nocken 17 und 22 nicht behindert, da die Größe der Öse 16 und 21 so gewählt ist, daß durch das Ladegewicht und Gleisunebenheiten entstehende Verwindungen des Wagenkastens innerhalb dieses Spiels aufgenommen werden können.When the rail freight wagon is lifted at the longitudinal ends of the underframe 5, each sliding wall part 4 acts in its vertical region across the diagonal from the upper end wall corner to the center of the wagon in the long girder 6 of the underframe 5 after overcoming the play in eyelets 16 and 21 as a strut. The free opening and closing of the sliding wall parts 4 is not hindered by the cams 17 and 22, since the size of the eyelet 16 and 21 is selected so that the torsion of the car body resulting from the loading weight and unevenness of the track can be absorbed within this game.

Claims (3)

Eisenbahngüterwagen mit einem von Laufwerken getragenen Untergestell (5), daß eine im wesentlichen ebene Ladeplattform (1) und Langträger (6) aufweist, die im Bereich zwischen den Laufwerken (7) als Fischbauchträger ausgebildet sind, der Laderaum durch fest mit dem Untergestell (5) verbundene Stirnwände (2), einer Dachschale (3) und aus ausschwenkbaren und verschiebbaren Schiebewandteilen (4) bestehenden Seitenwänden oder durch das Dach und die Seitenwände bildenden anhebbaren, ausschwenkbaren und übereinander verschiebbaren Ganzwandteilen begrenzt ist, wobei in Längsmitte zwischen den Schiebewand- oder den Ganzwandteilen feste Mittelpfosten oder ein festes Portal angeordnet sein können, dadurch gekennzeichnet, daß die Schiebewandteile (4) oder die Ganzwandteile in Schließstellung an ihren stirnwandseitigen Längsenden in ihrem vertikalen Bereich oben mit der Stirnwand (2) und an ihrem der Wagenlängsmitte zugekehrten Längsende unten mit dem Untergestell (5) kraftschlüssig verklammert sind und die Schiebe- oder Ganzwandteile in ihrem vertikalen Bereich zwischen der Verklammerung an der Stirnwand (2) und der Verklammerung an dem Untergestell (5) zur Überleitung von Zug- und Druckkräften ausgebildet sind.Railway freight wagons with a base frame (5) carried by running gears, which has an essentially flat loading platform (1) and long girders (6) which are designed as fish belly girders in the area between the gears (7), the loading space by being firmly attached to the base frame (5 ) connected end walls (2), a roof shell (3) and side walls made of swiveling and sliding sliding wall parts (4) or by the roof and the side walls forming lifting, swiveling and sliding whole wall parts is limited, in the longitudinal center between the sliding wall or Whole-wall parts fixed center posts or a fixed portal can be arranged, characterized in that the sliding wall parts (4) or the full-wall parts in the closed position at their end wall-side longitudinal ends in their vertical region above with the end wall (2) and at their longitudinal end facing the middle of the wagon at the bottom with the Base (5) non-positive g are bracketed and the sliding or whole wall parts are designed in their vertical area between the brackets on the end wall (2) and the brackets on the base frame (5) for transferring tensile and compressive forces. Eisenbahngüterwagen nach Anspruch 1, dadurch gekennzeichnet, daß die Verklammerung der Schiebe- und Ganzwandteile mit der Stirnwand (2) bzw. mit dem Untergestell (5) mit Längsspiel versehen ist.Railway freight wagon according to claim 1, characterized in that the clamping of the sliding and whole wall parts with the end wall (2) or with the underframe (5) is provided with longitudinal play. Eisenbahngüterwagen nach den Ansprüchen 1 und 2, dadurch gekennzeichnet, daß zur Verklammerung der Schiebe- oder der Ganzwandteile mit der Stirnwand (2) und dem Untergestell (5) an den Schiebewand- oder den Ganzwandteilen und an dem Untergestell (5) oder dem Mittelpfosten oder dem Mittelportal Laschen (15 und 20) mit Ösen (16 und 21) bzw. Nocken (17 und 22) angeordnet sind.Railway freight wagons according to claims 1 and 2, characterized in that for clamping the sliding parts or the whole wall parts with the end wall (2) and the underframe (5) on the sliding wall or the whole wall parts and on the underframe (5) or the middle post or the central portal tabs (15 and 20) with eyelets (16 and 21) or cams (17 and 22) are arranged.
EP93109849A 1992-06-26 1993-06-21 Railroad freight car Expired - Lifetime EP0575928B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4220930A DE4220930A1 (en) 1992-06-26 1992-06-26 Railway freight wagons
DE4220930 1992-06-26

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EP0575928A1 true EP0575928A1 (en) 1993-12-29
EP0575928B1 EP0575928B1 (en) 1998-03-18

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EP93109849A Expired - Lifetime EP0575928B1 (en) 1992-06-26 1993-06-21 Railroad freight car

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EP (1) EP0575928B1 (en)
AT (1) ATE164129T1 (en)
CZ (1) CZ282311B6 (en)
DE (2) DE4220930A1 (en)
FI (1) FI107138B (en)
HU (1) HU214390B (en)
NO (1) NO180037C (en)
PL (1) PL299464A1 (en)
SK (1) SK64793A3 (en)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3312001A1 (en) * 1983-04-02 1984-10-04 Waggon Union Gmbh, 1000 Berlin Und 5900 Siegen RAILWAY WAGON

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3312001A1 (en) * 1983-04-02 1984-10-04 Waggon Union Gmbh, 1000 Berlin Und 5900 Siegen RAILWAY WAGON

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
ZEV-GLASERS ANNALEN Bd. 111, Nr. 10, Oktober 1987, ,BERLIN W. GERMANY Seiten 333 - 334 H]BSCH 'tragende leichmetall-bauelemente am beispiel der schiebewandentwicklung für güterwagen' *

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CZ282311B6 (en) 1997-06-11
CZ127893A3 (en) 1994-01-19
NO180037B (en) 1996-10-28
SK64793A3 (en) 1994-04-06
FI932862A0 (en) 1993-06-21
FI107138B (en) 2001-06-15
DE59308268D1 (en) 1998-04-23
FI932862A (en) 1993-12-27
HUT64897A (en) 1994-03-28
ATE164129T1 (en) 1998-04-15
NO932329L (en) 1993-12-27
DE4220930A1 (en) 1994-01-05
EP0575928B1 (en) 1998-03-18
PL299464A1 (en) 1994-01-10
NO932329D0 (en) 1993-06-24
NO180037C (en) 1997-02-05
HU214390B (en) 1998-03-30
HU9301872D0 (en) 1993-09-28

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