EP0857634B1 - Track-bound freight wagon, especially tank wagen - Google Patents

Abstract

The running gear installed on the ends of the goods wagon, together with the load carrier(2), are longitudinally movable in relation to the underframe(1). Each running gear with the corresponding end section of the load carrier is rigidly retained playfree in the longitudinal direction over a support beam(4). The support beam on one side has a pivot(5) for connection of the running gear, and on the other side has a support bearing(6) to accommodate a stop(7) rigidly connected to the load carrier.

Description

The invention relates to a rail-bound freight wagon, in particular tank wagons, the load carrier in the event of overruns on the face side Buffer is kept longitudinally displaceable relative to the base frame.

Such a freight car is such. B. from DE 39 40 650 C1, DE 41 32 047 A1 or DE 41 32 048 A1 known. The load carrier (container, boiler) is held in the transverse direction via end saddles and suitable holding elements on the base frame. The connecting forces between the container and the base frame are reduced by an elastic base frame, because part of the impact energy is stored in the spring energy of the base frame. At each end of the container, a container-side stop piece is attached, which is assigned to an abutment on the base side. Each stop piece connected to the container is forcibly guided longitudinally displaceably for movements in the direction of the respectively assigned end of the underframe with respect to the respectively associated abutment, 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 shock of the base frame are introduced into the associated stop piece of the container at the end facing away from the direction of impact in the container. As a result of this design, the connection point between the body and the base frame is relieved when high forces are introduced into the base frame, in particular in the event of buffer impacts on the side of the buffer joint, and the buffer force that occurs is reduced. The 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 which reversibly couples the long girders to one another and forces them to bend at least in the horizontal plane transverse to the longitudinal direction of the underframe.
For certain applications, however, it is desirable to further reduce the buffer forces and, for example, to make the base frame even softer. However, there are limits to this for reasons of stability, since the conditions of approval for the adjustment of railway vehicles prescribe certain strengths or maximum deformations in the event of a diagonal joint or the case of lifting.

With such elastic undercarriage designs, the question arises of the correct dimensioning of the undercarriage with regard to the required approval speed for bump tests. If the base frame is designed for the maximum approval speed v _max = 15 km / h in accordance with ERRI B12 / RP17 with a low spring constant, it will fail at higher speeds by buckling the long beams and plastic bending of the main cross beams and head beams. The risk that such a construction will fail completely even at run-up speeds of 15-20 km / h is considerable. If you put the base frame for a higher bump speed of z. B. v _max = 25 km / h, the base frame becomes very hard for lower speeds, also for the approval speed v _max = 15 km / h. In this case, this base construction offers no significant advantage over conventional constructions.

From DE 39 09 883 A1 it is known for a railroad wagon of the same type between the stop pieces and the respectively assigned abutment one effective in each case in the direction of the transverse central plane of the rail freight wagon To arrange energy consumption device, being as energy consumption device a compression spring arrangement or a wedge plane is proposed. As a disadvantage it turns out that the safe return of the container after a buffer stroke compared to the base is not always achieved. There are additional remedies Reset devices required, which require maintenance and economy adversely affected.

With this construction too, the elastic design of the base frame is included in the energy consumption balance. The energy dissipation device is therefore effectively arranged on the side of the base frame facing away from the impact. Since - regardless of the design of the energy consumption device - all the run-up forces have to be guided through the entire base structure, the question arises as to the critical run-up speed for which the construction is to be trained. In order to avoid total damage if the bumps are slightly above the approval speed, the critical bump speed will be set higher. The consequence of this is that the underframe must be made stiffer. If the energy dissipation member z. B. should respond at v _max = 25 km / h, the base structure must still behave elastically, so it must not yet flow. With a design of the base frame that takes these specifications into account, the spring travel of the base frame is very small. It is very hard, that is to say inelastic, and the energy consumption is therefore negligible. There is therefore no noteworthy advantage in arranging the energy dissipation member only on the end of the base frame facing away from the impact.

The invention is therefore based on the object of a generic, rail-bound Train freight cars in such a way that the impact energy from the normal railway operations at the end of the freight car facing the impact be broken down elastically and impact energy from overruns as low as possible create plastic deformations and destruction on the freight wagon.

This task is characterized by the rail-bound in claim 1 Freight cars solved.

Expedient developments of the invention are specified in claims 2 to 15.

An embodiment of the invention is below with reference to the Drawing explained in more detail.

Fig. 1

einen Eisenbahngüterwagen in Seitenansicht;

Fig. 2

den Eisenbahngüterwagen gemäß Fig. 1 nach einem Überstoß auf Wagenende A mit längsverschobenem Ladungsträger;

Fig. 3

den Eisenbahngüterwagen gemäß Fig. 1 in Draufsicht im Teilschnitt;

Fig. 4

ein Querschnitt durch den Stützträger entlang der Schnittlinie A-A in Fig. 1;

Fig. 5

ein Querschnitt durch den Stützträger entlang der Schnittlinie B-B in Fig. 1 und

Fig. 6

einen Querschnitt im Bereich eines Quersattels mit Längsführung in der Ebene der Schnittlinie A-A in Fig. 1.

It shows

Fig. 1

a rail freight car in side view;

Fig. 2

the railway freight wagon according to Figure 1 after an impact on car end A with longitudinally displaced load carrier.

Fig. 3

1 in plan view in partial section;

Fig. 4

a cross section through the support beam along the section line AA in Fig. 1;

Fig. 5

a cross section through the support beam along the section line BB in Fig. 1 and

Fig. 6

2 shows a cross section in the area of a cross saddle with a longitudinal guide in the plane of the section line AA in FIG. 1.

1 shows a rail freight wagon with base frame 1, load carrier 2 (here a boiler) and two trolleys 3. The load carrier 2 is on cross saddles 15 of the base frame 1, optionally cushioned, longitudinally displaceable in a longitudinal guide 16 held and supported as well as secured against rotation. Each landing gear 3 (here a bogie) with the end area of the load carrier assigned to it 2 held in the longitudinal direction essentially free of play via a support bracket 4. The support bracket 4 has at one end a joint 5 for the chassis connection and at its other end a support bearing 6 for receiving one with the load carrier 2 firmly connected stop piece 7. The support beams 4 are in the event of longitudinal displacements compared to the base frame 1 - caused by an overlap - In each case via an overrun energy absorption device effective in the longitudinal direction 8 supported and guided in the base frame 1. Thus, at the ends of the Freight car arranged trolleys 3 together with the load carrier 2nd held longitudinally displaceable relative to the base 1 and experienced essentially an equal displacement path X.

The surge energy absorbing device 8 has energy absorbing members 8a that technically parallel but spatially one behind the other. To preferably symmetrical loads on the underframe 1, in particular also in the case of a diagonal one To reach the buffer stroke is next to the series connection a pair, juxtaposed arrangement of energy dissipation elements 8a expedient. The overrun energy dissipation device effective in the event of an impact on a car end 8 of a car end are energy dissipation members 8a of the surge energy dissipation device 8 on both support beams 4, d. H. at both ends of the car assigned; both on the overturn and on the overturn The End. In the event of an impact on the end A of the underframe 1 (see Fig. 2) becomes part of the two-part surge energy consuming device 8 applied to both ends of the car, since each support bracket 4 with the stop pieces 7 on both sides in the longitudinal direction of the energy consumption members 8a is bordered. The energy dissipation elements 8a are of the same design.

The impact energy absorption device 8 is advantageously plastically targeted by itself deforming energy dissipation members 8a formed because of the plastic deformation an almost constant delay in the movement of the load carrier 2 and the chassis 3 connected to it in relation to the underframe 1 on the Displacement X is reached.

An easy to carry out and economical training of the energy consumption elements 8a can e.g. B. done by pipes, so-called overflow or upsetting pipes.

The energy dissipation elements can be used to lift the load carrier 2 onto the base frame 1 8a are biased by suitable means. A possibly to be provided Longitudinal and / or transverse play can be made using adapters become.

Each support beam 4 is in the main cross beam 9 and / or between the long beams 10 of the base 1 out.

The joint 5 for the chassis connection is below and approximately in normal operation the vertical plane of the main cross member 9 is arranged. After an overrun this arrangement has a longitudinal offset in the size of the displacement path X Support bracket 4.

The surge energy absorption devices 8 are designed to meet the run-up tests according to ERRI B12 / RP17 for a response at run-up speeds above v _max = 15 km / h. A design for higher run-up speeds is easily possible by adapting and otherwise dimensioning the overrun energy absorption devices 8, also for retrofitting freight wagons designed according to the invention.

In order to achieve a higher elastic absorption capacity of the base frame 1, without restricting the function of the training according to the invention can additionally to the buffers 11, the head piece 12 of the base frame 1 is elastic become. The head piece 12 is on the anvil-like, largely rigid main cross member 9 of the base 1 supported. Next can be additional or optional in the header 12 energy consumption elements 13 may be arranged, which largely rigid main cross member 9 are supported. The energy dissipation elements 13 can e.g. B. are designed as plate spring assemblies that are symmetrical at the support points of the two outer supports 14 of the head piece 12 on the main cross member 9 are arranged between them.

The stop pieces 7 of the load carrier 2 are with transverse play in the support layer 6 stored. By loosely resting the load carrier 2 and cross play a certain Connection of the base frame 1 relative to the load carrier 2 allowed, whereby higher derailment security is achieved. If necessary, too Return spring provided for returning the load carrier 2 to the normal position become.

The longitudinal guide 16 in the area of the cross saddles 15 also has cross play or is biased by a spring 17.

• Bis zur maximalen Zulassungsgeschwindigkeit von derzeit v_max = 15 km/h wird die Stoßenergie von den Puffern 11 und - falls ausbildungsgemäß vorgesehen - im elastisch ausgebildeten Kopfstück 12 aufgenommen und abgebaut.
• Bei größeren Auflaufgeschwindigkeiten ab ca. v_max = 18 bis 20 km/h beginnt die Überstoß-Energieverzehreinrichtung 8 wirksam zu werden und nimmt kinetische Energie auf. Da bei Verwendung von Überstoßrohren die Stauchlänge geschwindigkeitsabhängig ist, kann die Verzögerung des Ladungsträgers 2 annähernd konstant auf dem Verschiebeweg X gehalten werden.
• Bei einer Auflaufgeschwindigkeit bis ca. v_max= 35 km/h (derzeit höchste, übliche Rangiergeschwindigkeit) ist die Überstoß-Energieverzehreinrichtung 8 erschöpft. Selbstverständlich läßt sich der Zeitpunkt der Erschöpfung durch entsprechende Auslegung und Bemessung der Überstoß-Energieverzehreinrichtung 8 auch für andere Geschwindigkeiten einstellen.
• Bei Auflaufgeschwindigkeiten ab ca. v = 35 km/h beginnt sich bei üblicher Auslegung und Bemessung das Untergestell 1 plastisch zu verformen.

The function of the impact energy reduction in the freight wagon according to the invention can be summarized as follows:

• Up to the maximum approval speed of currently v _max = 15 km / h, the impact energy is absorbed and reduced by the buffers 11 and - if provided according to the training - in the elastically designed head piece 12.
• At higher run-up speeds from approx. V _max = 18 to 20 km / h, the surge energy absorption device 8 begins to take effect and absorbs kinetic energy. Since the compression length is speed-dependent when using overturning tubes, the deceleration of the charge carrier 2 can be kept approximately constant on the displacement path X.
• At a run-up speed of up to approx. V _max = 35 km / h (currently the highest, usual maneuvering speed), the overrun energy dissipation device 8 is exhausted. Of course, the time of exhaustion can also be set for other speeds by appropriate design and dimensioning of the surge energy absorption device 8.
• At run-up speeds from approx. V = 35 km / h, under normal design and dimensioning, the underframe 1 begins to deform plastically.

References list

1.

undercarriage

Second

charge carrier

Third

landing gear

4th

support beam

5th

joint

6th

support bearings

7th

stop piece

8th.

Excessive impact energy-absorbing device

8a

Energy dissipating member

9th

Bolster

10th

sills

11th

buffer

12th

headpiece

13th

Energy-absorbing element

14th

balconnet

15th

cross saddle

16th

longitudinal guide

17th

feather

Claims (15)

1. Railway goods wagon, in particular tank wagon, with bogie assemblies (3) arranged at both ends and the load carrier (2) of which is held displaceable longitudinally to a limited degree in relation to the underframe (1) in excessive impacts on the buffers (11) arranged at the ends, characterised in that the bogie assemblies (3) together with the load carrier (2) are displaceable longitudinally in relation to the underframe (1), whereby each bogie assembly (3) is associated with an end region of the load carrier (2) with which it is held securely essentially free of play in the longitudinal direction by means of a supporting member (4) which exhibits on the one hand a joint (5) for attachment to the bogie assembly and on the other hand a supporting member (6) for accommodating a stop element (7) connected securely to the load carrier (2), whereby the supporting members (4) are each supported and guided in and in relation to the underframe (1) by means of an excess impact energy absorbing device (8) acting in the longitudinal direction in the event of longitudinal displacements by a displacement distance (X) - caused by an excessive impact.
2. Railway goods wagon according to claim 1, characterised in that the excessive impact energy consuming device (8) exhibits energy consuming members (8a) which are arranged technically parallel but spatially behind one another.
3. Railway goods wagon according to claim 1 or 2, characterised in that the excessive impact energy consuming device (8) is associated with energy consuming members (8a) of the excessive impact energy consuming device (8) on both supporting members (4), i.e. at the end of the wagon nearest the excessive impact and at the end of the wagon remote from the excessive impact.
4. Railway goods wagon according to one of claims 1 to 3, characterised in that the excessive impact energy consuming device (8) is formed by energy consuming members (8a) which systematically deform plastically and which during the plastic deformation allow an almost constant deceleration of the displacement movement of the load carrier (2) and the bogie assembly (3) connected to it relative to the underframe (1) over the displacement distance (X).
5. Railway goods wagon according to one of claims 1 to 4, characterised in that the energy consuming members (8a) of the energy consuming device (8) are embodied in the same way and are arranged on each supporting member (4) in the longitudinal direction of the wagon both in front of and behind the stop element (7) of the load carrier (2).
6. Railway goods wagon according to one of claims 1 to 5, characterised in that the energy consuming members (8a) are embodied as tubes.
7. Railway goods wagon according to one of claims 1 to 6, characterised in that each supporting member (4) is guided in the main crossmember (9) and/or between the longitudinal members (10) of the underframe (1).
8. Railway goods truck according to one of claims 1 to 7, characterised in that the joint (5) for attachment of the bogie assembly is arranged underneath and roughly in the vertical plane of the main crossmember (9) in normal operation and this arrangement only exhibits longitudinal displacement of the magnitude of the displacement distance (X) of the supporting members (4) after an excessive impact.
9. Railway goods wagon according to one of claims 1 to 8, characterised in that the excessive impact energy consuming devices (8) are designed so that these are effectively adjusted or embodied for a predeterminable impact speed.
10. Railway goods wagon according to one of claims 1 to 9, characterised in that the excessive impact energy consuming devices (8) are designed so that these are effectively adjusted or embodied for an impact speed above approximately 15 km/h.
11. Railway goods wagon according to one of claims 1 to 10, characterised in that the frame end (12) is embodied so as to yield elastically and is supported on the largely rigid main crossmember (9).
12. Railway goods wagon according to claim 11, characterised in that the frame end (12) incorporates energy consuming elements (13) which are supported on the largely rigid main crossmember (9) of the frame end (12).
13. Railway goods wagon according to one of claims 1 to 12, characterised in that the stop element (7) of the load carrier (2) is mounted in the supporting members (6) with transverse play.
14. Railway goods wagon according to one of claims 1 to 13, characterised in that the load carrier (2) is guided in the transverse saddle (15), optionally sprung, in longitudinal guides (16).
15. Railway goods wagon according to one of claims 1 to 14, characterised in that the longitudinal guide (16) exhibits transverse play or is attached by means of a spring (17).

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