EP0857634B1 - Wagon à marchandises, notamment wagon-citerne - Google Patents

Wagon à marchandises, notamment wagon-citerne Download PDF

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Publication number
EP0857634B1
EP0857634B1 EP98100971A EP98100971A EP0857634B1 EP 0857634 B1 EP0857634 B1 EP 0857634B1 EP 98100971 A EP98100971 A EP 98100971A EP 98100971 A EP98100971 A EP 98100971A EP 0857634 B1 EP0857634 B1 EP 0857634B1
Authority
EP
European Patent Office
Prior art keywords
railway goods
energy consuming
load carrier
wagon according
goods wagon
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
EP98100971A
Other languages
German (de)
English (en)
Other versions
EP0857634A1 (fr
Inventor
Günter Dipl.-Ing. Beier
Bernd Dipl.-Ing. Winzkowsky
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
Alstom LHB GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Alstom LHB GmbH filed Critical Alstom LHB GmbH
Publication of EP0857634A1 publication Critical patent/EP0857634A1/fr
Application granted granted Critical
Publication of EP0857634B1 publication Critical patent/EP0857634B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the elastic design of the base frame is included in the energy consumption balance.
  • 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.
  • 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.
  • an overrun energy absorption device effective in the longitudinal direction 8 supported and guided in the base frame 1.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.

Claims (15)

  1. Wagon de marchandises sur rails, en particulier wagon-citerne, avec des trains de roulement (3) aux deux extrémités, dont le support de chargement (2) est fixé avec une mobilité longitudinale limitée, par rapport au châssis (1), en cas de chocs excessifs sur les tampons (11) disposés côté frontal, caractérisé en ce que les trains de roulement (3) sont mobiles longitudinalement avec le support de chargement (2), par rapport au châssis (1), étant précisé qu'on associe à chaque train de roulement (3) une zone d'extrémité du support de chargement (2) grâce à laquelle ledit support est fixé pratiquement sans jeu dans le sens longitudinal, par l'intermédiaire d'un support d'appui (4) qui présente d'un côté une articulation (5) pour être relié au train de roulement, et de l'autre côté un appui (6) destiné à recevoir une pièce de butée (7) solidaire du support de chargement (2), et étant précisé que les supports d'appui (4), en cas de déplacements longitudinaux (provoqués par un choc excessif) sur une course (X) sont supportés et guidés dans le châssis (1) et par rapport à celui-ci par l'intermédiaire de dispositifs d'absorption d'énergie de chocs excessifs (8) respectifs qui agissent dans le sens longitudinal.
  2. Wagon de marchandises sur rails selon la revendication 1, caractérisé en ce que le dispositif d'absorption d'énergie de chocs excessifs (8) comporte des organes d'absorption d'énergie (8a) qui sont parallèles, techniquement, mais qui sont disposés l'un derrière l'autre, dans l'espace.
  3. Wagon de marchandises sur rails selon la revendication 1 ou 2, caractérisé en ce qu'on associe des organes d'absorption d'énergie (8a) au dispositif d'absorption d'énergie de chocs excessifs (8) au niveau des deux supports d'appui (4), c'est-à-dire aussi bien à l'extrémité du wagon tournée vers le choc qu'à l'extrémité opposée au choc.
  4. Wagon de marchandises sur rails selon l'une des revendications 1 à 3, caractérisé en ce que le dispositif d'absorption d'énergie de chocs excessifs (8) est formé par des organes d'absorption d'énergie (8a) qui subissent une déformation plastique appropriée et qui autorisent, lors de cette déformation plastique, une décélération quasiment constante du mouvement du support de chargement (2) et du train de roulement (3) relié à celui-ci, par rapport au châssis (1) sur la course (X).
  5. Wagon de marchandises sur rails selon l'une des revendications 1 à 4, caractérisé en ce que les organes d'absorption d'énergie (8a) du dispositif d'absorption d'énergie (8) sont identiques et sont disposés, sur chaque support d'appui (4), à la fois devant et derrière la pièce de butée (7) du support de chargement (2), dans le sens longitudinal du wagon.
  6. Wagon de marchandises sur rails selon l'une des revendications 1 à 5, caractérisé en ce que les organes d'absorption d'énergie (8a) sont conçus comme des tubes.
  7. Wagon de marchandises sur rails selon l'une des revendications 1 à 6, caractérisé en ce que chaque support d'appui (4) est guidé dans la traverse principale (9) et/ou entre les longerons (10) du châssis (1).
  8. Wagon de marchandises sur rails selon l'une des revendications 1 à 7, caractérisé en ce que l'articulation (5) destinée à être reliée au châssis est disposée, en fonctionnement normal, au-dessous de la traverse principale (9) et à peu près dans le plan vertical de celle-ci, et ce n'est qu'après un choc excessif que cet agencement présente un déport longitudinal de l'ordre de la course (X) des supports d'appui (4).
  9. Wagon de marchandises sur rails selon l'une des revendications 1 à 8, caractérisé en ce que les dispositifs d'absorption d'énergie de chocs excessifs (8) sont dimensionnés pour être réglés ou conçus efficacement pour une vitesse de tamponnement apte à être prédéfinie.
  10. Wagon de marchandises sur rails selon l'une des revendications 1 à 9, caractérisé en ce que les dispositifs d'absorption d'énergie de chocs excessifs (8) sont dimensionnés pour être réglés ou conçus efficacement pour une vitesse de tamponnement d'environ 15 km/h et plus.
  11. Wagon de marchandises sur rails selon l'une des revendications 1 à 10, caractérisé en ce que la traverse de tête (12) est élastique et est en appui sur la traverse principale (9) très rigide.
  12. Wagon de marchandises sur rails selon la revendication 11, caractérisé en ce qu'il est prévu dans la traverse de tête (12) des éléments d'absorption d'énergie (13) qui sont en appui sur la traverse principale (9) très rigide de ladite traverse de tête (12).
  13. Wagon de marchandises sur rails selon l'une des revendications 1 à 12, caractérisé en ce que la pièce de butée (7) du support de chargement (2) est montée dans les appuis (6) avec un jeu transversal.
  14. Wagon de marchandises sur rails selon l'une des revendications 1 à 13, caractérisé en ce que le support de chargement (2) est guidé dans le berceau transversal (15), éventuellement avec une suspension à ressorts, dans des guides longitudinaux (16).
  15. Wagon de marchandises sur rails selon l'une des revendications 1 à 14, caractérisé en ce que le guidage longitudinal (16) présente un jeu transversal ou est soumis à une contrainte préliminaire par l'intermédiaire d'un ressort (17).
EP98100971A 1997-02-06 1998-01-21 Wagon à marchandises, notamment wagon-citerne Expired - Lifetime EP0857634B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19704463A DE19704463A1 (de) 1997-02-06 1997-02-06 Schienengebundener Güterwagen, insbesondere Kesselwagen
DE19704463 1997-02-06

Publications (2)

Publication Number Publication Date
EP0857634A1 EP0857634A1 (fr) 1998-08-12
EP0857634B1 true EP0857634B1 (fr) 2002-04-24

Family

ID=7819462

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98100971A Expired - Lifetime EP0857634B1 (fr) 1997-02-06 1998-01-21 Wagon à marchandises, notamment wagon-citerne

Country Status (3)

Country Link
EP (1) EP0857634B1 (fr)
AT (1) ATE216668T1 (fr)
DE (2) DE19704463A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2793465B1 (fr) * 1999-05-14 2001-08-10 Alstom Caisse equipee de vehicule notamment ferroviaire
ES2357121T3 (es) * 2004-12-08 2011-04-18 Bombardier Transportation (Technology) Germany Gmbh Dispositivo de absorción de energía para absorber la energía de impacto de un vehículo.

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE526806C (de) * 1931-06-10 Karl Wehrspan Verwendung der Untergestelle von Kuebelwagen
DE318100C (fr) *
DE3909883A1 (de) 1989-03-25 1990-09-27 Linke Hofmann Busch Abstuetzung fuer einen behaelter auf dem untergestell eines eisenbahngueterwagens
EP0389866B1 (fr) * 1989-03-25 1993-09-15 Linke-Hofmann-Busch Waggon-Fahrzeug- Maschinen GmbH Châssis pour wagons ferroviaires, notamment pour wagons-citernes ou wagons fermés pour produits en vrac
DE3940650C1 (fr) 1989-12-08 1990-12-13 Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter, De
DE4132047A1 (de) * 1991-09-26 1993-04-01 Linke Hofmann Busch Abstuetzeinrichtung fuer auf untergestellen schienengebundener gueterwagen gelagerte aufbauten, insbesondere fuer kessel auf kesselwagen
DE4132048A1 (de) 1991-09-26 1993-04-08 Linke Hofmann Busch Abstuetzeinrichtung fuer auf untergestellen schienengebundener gueterwagen gelagerte aufbauten, insbesondere fuer kessel auf kesselwagen
DE4134372C1 (en) * 1991-10-17 1993-02-25 Waggonbau Dessau Gmbh, O-4500 Dessau, De Attachment of body of railway truck to its chassis - by method which reduces load on weak parts of body structure.
DE4440425A1 (de) * 1994-11-07 1996-05-09 Goerlitz Waggonbau Gmbh Untergestell für Schienenfahrzeuge
DE19507236B4 (de) * 1995-03-02 2005-09-15 Bartel, Manfred, Dipl.-Ing. (FH) Großbehältertragwagen für den gemischten Eisenbahntransport von Containern und Wechselbehältern
DE19517189A1 (de) * 1995-05-11 1996-11-14 Graaff Gmbh Vorrichtung zur Lagerung eines Aufbaus eines Eisenbahnwagens auf seinem Untergestell

Also Published As

Publication number Publication date
DE19704463A1 (de) 1998-08-13
DE59803893D1 (de) 2002-05-29
ATE216668T1 (de) 2002-05-15
EP0857634A1 (fr) 1998-08-12

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