EP0900707B1 - Articulated wagon for combined transport, especially of road vehicles - Google Patents

Articulated wagon for combined transport, especially of road vehicles Download PDF

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Publication number
EP0900707B1
EP0900707B1 EP98115742A EP98115742A EP0900707B1 EP 0900707 B1 EP0900707 B1 EP 0900707B1 EP 98115742 A EP98115742 A EP 98115742A EP 98115742 A EP98115742 A EP 98115742A EP 0900707 B1 EP0900707 B1 EP 0900707B1
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EP
European Patent Office
Prior art keywords
tube
main guide
adjusting device
buffer
buffer beam
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
EP98115742A
Other languages
German (de)
French (fr)
Other versions
EP0900707B9 (en
EP0900707A1 (en
Inventor
Bernd Dipl.-Ing. Hellmich
Eike Dipl.-Ing. Madgeburg
Franz Ing. Moeschler
Bernd Dr.-Ing. Pasemann
Bertram Dipl.-Ing. Wieloch
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.)
DWA Deutsche Waggonbau GmbH
Original Assignee
DWA Deutsche Waggonbau 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 DWA Deutsche Waggonbau GmbH filed Critical DWA Deutsche Waggonbau GmbH
Publication of EP0900707A1 publication Critical patent/EP0900707A1/en
Application granted granted Critical
Publication of EP0900707B1 publication Critical patent/EP0900707B1/en
Publication of EP0900707B9 publication Critical patent/EP0900707B9/en
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
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/04—Wagons or vans with movable floors, e.g. rotatable or floors which can be raised or lowered
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/14—Articulated vehicles comprising running gear interconnected by load supports facilitating low-level load transport
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
    • B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
    • B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type

Definitions

  • the invention relates to a page buffer compensation device for rail freight wagons according to the preamble of claim 1.
  • the invention has for its object a page buffer compensation device without the disadvantages listed above to create that by means of a reliable, uncomplicated and also particularly high-force storage of the Side buffers in cooperation with the compensation device also when cars with and without compensation device meet a 100% compensation function and for lightweight ones Freight cars a high level of functional reliability in the carriage run under the influence of longitudinal compressive forces, especially in S-bends with little material and lower dead loads and higher payloads guaranteed.
  • the two buffer rosettes 7 are in a head piece 2 in parallel and in opposite directions with a Compensating path 6 is slidably mounted longitudinally. Become one of the buffer rosettes 7 retracted towards the head piece 2, the other buffer rosette 7 extended.
  • the buffer rosettes 7 have a main guide tube 11, which in a receiving tube 12th is arranged longitudinally. Is on the main guide tube 11 at the end a guide ring 16 for the local application of force in the receiving tube 12 is arranged.
  • a second application of force takes place from the eccentric force of buffer impacts in the side buffers 4 or from frictional forces at the buffer contact point and the resulting pairs of forces via guide bearings 8 and via a lower rotation stabilization tube attached to the head piece 2 10 and via a lateral anti-roll tube 9.
  • the side and bottom anti-rotation tubes 9; 10 take over the rotationally secure connection of the shock rosette 7 with the head piece 2 and the transfer of the moments in the box-shaped head piece 2.
  • the lateral anti-rotation tube 9 approximately in the horizontal Middle plane of the main guide tube 11 on the side to the middle of the carriage and the lower anti-rotation tube 10 with its center line approximately in the plane of the outer edge of the Main guide tube 11 is located towards the outside of the carriage, whereby a favorable storage and stress at vertical and Lateral forces on the side buffer 4 and an advantageous one Space utilization is achieved.
  • the head piece 2 is according to Fig.1 and 4 by the amount of the compensation path 6 compared to the central position the shock rosette 7 reset and a clutch carrier 3 projects beyond the head piece 2, whereby a weight and cost reduction is possible.
  • Fig.2 shows when using a hydraulic balancing device 14 a double-acting hydraulic balancing cylinder 19 with a built-in restoring force element 15, which is preferably is formed by coil springs.
  • the compensating cylinder 19 is in the main guide tube 11 between one Connection part 13 and a bottom part 20 of the receiving tube 12 built-in.
  • For tilt-free guidance of the compensating cylinder 19 and to achieve gimbaling are on the ends of spherical shell-shaped joint parts 21 are arranged.
  • to Achieving a longitudinal play-free storage of the Buffer rosette 7 in the head piece 2 is attached via elastic elements 22.
  • a connecting line 25 via which the oil pressure compensates and the compensating cylinder 19th can extend in opposite directions until both side buffers 4 are the same Powers.
  • Fig. 4 shows the application of the mechanical compensation device 14.
  • the main guide tube 11 via the Connection part 13 pressure struts 17 articulated.
  • the Pressure struts 17 are connected to a compensating lever 18, which is mounted in the coupling carrier 3.
  • a storage point 26 of the compensating lever 18 is at least about that Installation dimension of a traction device 5 is reset behind the head piece 2 arranged.
  • Fig. 5 shows the recording of the main guide tube 11 in Receiving tube 12 with in each end region of the receiving tube 12 arranged on the main guide tube 11 guide ring 16, whereby a two-point bearing with regard to the lateral and vertical forces at the page buffer 4 is reached. It is also possible that the guide rings 16 are arranged in the receiving tube 12.
  • the Rotation stabilizing tube 9 ensures a rotationally stable Connection of buffer rosette 7 to the head piece 2. This version is preferred for easier railway operations thought of a low load. It is also conceivable that the rotation lock of the buffer rosette 7, for example via a square-shaped main guide tube 11 takes place.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)
  • Body Structure For Vehicles (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Road Paving Structures (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Fluid-Damping Devices (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)

Abstract

The bogie railcar (1), for combined freight traffic, is coupled (2) into a train to link the twin-axle bogie trolleys (4) with couplings (2) which can only swing upwards. The bogie trolleys (4) are connected to the ends of the loading bridge (6) between them by curved guides (5), to give a horizontal rotating movement to form a stiff vertically non-bending platform between the couplings (2). The gap between the theoretical turnout points of the curved guide (5) is less than the gap (A) between the support points on the bogie trucks (3). The curved guide (5) is flat or curved and/or the outermost point of the curved guide (5), on the center line of the bogie trolley (4), is of a selected different length and position.

Description

Die Erfindung betrifft eine Seitenpufferausgleichseinrichtung für Eisenbahngüterwagen gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a page buffer compensation device for rail freight wagons according to the preamble of claim 1.

Aus der DE 195 05 192 C1 ist eine Vorrichtung bekannt, bei der ein Kopfstückanbau aus einem Kopfstück, einem daran anschließenden Vorbauteil, den beiden Seitenpuffern und der Zugeinrichtung besteht, wobei über ein Gelenk ein Kraft- und Wegausgleich zwischen den Puffern beim Anstoßen zweier Wagen mit gleichen Einrichtungen in einer Kurve erfolgt. Die vorgeschlagene Lösung hat den Nachteil, daß sie nur geeignet ist, wenn der Gegenwagen ebenfalls eine solche Ausgleichseinrichtung besitzt. Im praktischen Betrieb bei freizügigen Fahrzeugen muß jedoch davon ausgegangen werden, daß der Wagen mit Seitenpufferausgleich auf einen solchen ohne Ausgleich trifft, so daß sich doppelte Ausgleichswege an den Seitenpuffern des Wagens mit Ausgleichseinrichtung ergeben. Dabei entsteht für das drehbare Kopfstück zur Wagenlängsachse eine relativ große Ausdrehung mit der entsprechenden Querverschiebung der Kopfstückenden und besonders der rechtwinklig zum Kopfstück befestigten Seitenpuffer mit ihren Berührungstellern. Die große Querverschiebung am Pufferteller führt zu Verhakungen zweier Puffer und damit zu Betriebsgefährdungen oder zu extrem breiten Puffertellern mit bedeutenden Gewichtserhöhungen. Darüber hinaus wird auf Grund des relativ großen Abstandes des Berührungspunktes des jeweiligen Puffertellers zum Drehpunkt des Kopfstückanbaues bei hohen Reibwerten am Pufferteller ein notwendiges seitliches Ausschwenken der Einrichtung erschwert, wodurch keine 100%ige Ausgleichsfunktion gesichert ist. Ein weiterer Nachteil besteht darin, daß die hohe Biegebelastung des ausdrehbaren Kopfstückes zu einer gewichtserhöhenden Bauweise führt, was die Erzielung hoher Zuladungen negativ beeinflußt. From DE 195 05 192 C1 a device is known in which a head piece attachment from a head piece, an adjoining one Front part, the two side buffers and the drawbar exists, with a force and a joint Path compensation between the buffers when bumping two cars with the same devices in a curve. The proposed one The disadvantage of a solution is that it is only suitable if the counter carriage also has such a compensation device has. In practical operation with permissive vehicles However, it must be assumed that the car with side buffer compensation meets one without compensation, so that there are double compensation paths on the side buffers of the car result with compensation device. This creates for that rotatable head piece to the longitudinal axis of the car a relatively large turn with the corresponding transverse displacement of the head piece ends and especially the one attached at right angles to the head piece Page buffers with their touch pads. The big cross shift two buffers are caught on the buffer plate and thus to operational hazards or extremely wide buffer plates with significant weight increases. Furthermore is due to the relatively large distance of the point of contact of the respective buffer plate to the pivot point of the head piece attachment a necessary for high friction values on the buffer plate laterally swiveling the device difficult, whereby no 100% compensation function is guaranteed. Another The disadvantage is that the high bending load of the twistable Head piece for a weight-increasing construction leads, which negatively affects the achievement of high payloads.

Der Erfindung liegt die Aufgabe zugrunde, eine Seitenpufferausgleichseinrichtung ohne die vorstehend aufgeführten Nachteile zu schaffen, die mittels einer funktionssicheren, unkomplizierten und auch besonders hohe Kräfte aufnehmende Lagerung der Seitenpuffer im Zusammenwirken mit der Ausgleichseinrichtung auch beim Zusammentreffen von Wagen mit und ohne Ausgleichseinrichtung eine 100%ige Ausgleichsfunktion und bei leichtgewichtigen Güterwagen eine hohe Funktionssicherheit im Wagenlauf unter der Einwirkung von Längsdruckkräften insbesondere in S-Bögen bei geringem Aufwand an Material und geringeren Totlasten und höheren Zuladungen gewährleistet.The invention has for its object a page buffer compensation device without the disadvantages listed above to create that by means of a reliable, uncomplicated and also particularly high-force storage of the Side buffers in cooperation with the compensation device also when cars with and without compensation device meet a 100% compensation function and for lightweight ones Freight cars a high level of functional reliability in the carriage run under the influence of longitudinal compressive forces, especially in S-bends with little material and lower dead loads and higher payloads guaranteed.

Die Lösung der Aufgabe wird durch eine Seitenpufferausgleichseinrichtung mit den Merkmalen des Patentanspruchs 1 erreicht. Vorteilhafte Weiterbildungen der Erfindung sind in den Unteransprüchen angegeben. Durch die erfindungsgemäß aufgebaute Seitenpufferausgleichseinrichtung ist auch die Anwendung bei Wagen, die einen 100%igen Kraft- und wegeausgleich der Seitenpuffer beim Kuppeln mit Fahrzeugen, die keinen Seitenpufferausgleich besitzen, gewährleistet. Es ergeben sich nur geringe seitliche Verschiebungen der Pufferteller zueinander, so daß man mit geringen Puffertellerbreiten auskommt. Die Eigengewichte der Fahrzeuge können zu Gunsten des Nutzlastgewichtes verringert werden und die Laufsicherheit bei Wagen mit äußerst geringen Leergewichten wird zuverlässig realisiert.The solution to the problem is provided by a page buffer compensation device achieved with the features of claim 1. Advantageous developments of the invention are in the subclaims specified. Through the page buffer compensation device constructed according to the invention is also used in cars, the 100% force and path compensation of the side buffers when coupling with vehicles that do not have side buffer compensation own, guaranteed. There are only a few lateral displacements of the buffer plates to each other, so that one gets by with small buffer plate widths. The dead weights of vehicles can be reduced in favor of payload weight and the running safety of cars with extremely low Empty weights are reliably implemented.

Im folgenden werden Ausführungsbeispiele der Erfindung anhand der Zeichnungen näher erläutert. Es zeigen:

Fig.1:
eine Draufsicht der Ausgleichseinrichtung mit einem hydraulischen Ausgleichzylinder,
Fig.2:
den Schnitt A-A nach Fig.1,
Fig.3:
eine Draufsicht des Kopfstückes mit einer Pufferrosette gemäß Fig.1 ohne Seitenpuffer,
Fig.4:
eine Draufsicht der Ausgleichseinrichtung mit einem mechanischen Ausgleich,
Fig.5:
den Schnitt B-B nach Fig.4.
Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. Show it:
Fig.1:
a plan view of the compensation device with a hydraulic compensation cylinder,
Figure 2:
the section AA according to Fig. 1,
Figure 3:
2 shows a top view of the head piece with a buffer rosette according to FIG. 1 without side buffer,
Figure 4:
a plan view of the compensation device with a mechanical compensation,
Figure 5:
the section BB according to Fig. 4.

Fig.1, 2 und 3 zeigen einen Seitenpuffer 4 mit einer Pufferrosette 7 fest verschraubt. Die beiden Pufferrosetten 7 sind in einem Kopfstück 2 parallel und gegenläufig mit einem Ausgleichsweg 6 längs verschiebbar gelagert. Wird eine der Pufferrosetten 7 in Richtung Kopfstück 2 eingefahren, wird die andere Pufferrosette 7 ausgefahren. Die Pufferrosetten 7 besitzen ein Hauptführungsrohr 11, das in einem Aufnahmerohr 12 längsführbar angeordnet ist. An dem Hauptführungsrohr 11 ist am Ende ein Führungsring 16 zur örtlichen Krafteinleitung in das Aufnahmerohr 12 angeordnet. Eine zweite Krafteinleitung erfolgt aus außermittiger Krafteinwirkung von Pufferstößen in die Seitenpuffer 4 oder aus Reibkräften an der Pufferberührungsstelle und den damit bewirkten Kräftepaaren über Führungslager 8 und über ein am Kopfstück 2 befestigtes unteres Drehstabilisierungsrohr 10 und über ein seitliches Drehstabilisierungsrohr 9. Die seitlichen und unteren Drehstabilisierungsrohre 9; 10 übernehmen die drehsichere Verbindung der Stoßrosette 7 mit dem Kopfstück 2 und die Überleitung der Momente in das kastenförmige Kopfstück 2. Dabei ist entsprechend Fig.3 das seitliche Drehstabilisierungsrohr 9 etwa in der horizontalen Mittelebene des Hauptführungsrohres 11 an der Seite zur Wagenlängsmitte hin, und das untere Drehstabilisierungsrohr 10 sich mit seiner Mittellinie etwa in der Ebene Außenkante des Hauptführungsrohres 11 in Richtung Wagenaußenseite befindet, wodurch eine günstige Lagerung und Beanspruchung bei vertikalund Seitenkräften am Seitenpuffer 4 und eine vorteilhafte Raumausnutzung erzielt wird. Das Kopfstück 2 ist gemäß Fig.1 und 4 um das Maß des Ausgleichsweges 6 gegenüber der Mittelstellung der Stoßrosetten 7 zurückgesetzt und ein Kupplungsträger 3 überragt entsprechend das Kopfstück 2, wodurch eine Gewichts- und Kostenminderung möglich wird. Wie Fig.2 zeigt, wird bei Verwendung einer hydraulischen Ausgleichsvorrichtung 14 ein doppelt wirkender hydraulischer Ausgleichszylinder 19 mit einem eingebauten Rückstell- Kraftelement 15, das vorzugsweise durch Schraubenfedern gebildet wird, vorgesehen. Der Ausgleichzylinder 19 ist im Hauptführungsrohr 11 zwischen einem Anschlußteil 13 und einem Bodenteil 20 des Aufnahmerohres 12 eingebaut. Zur verkantungsfreien Führung des Ausgleichszylinders 19 und zur Erzielung einer kardanischen Lagerung sind an den Enden kugelschalenförmige Gelenkteile 21 angeordnet. Zur Erzielung einer in Zugrichtung längsspielfreien Lagerung der Pufferrosette 7 im Kopfstück 2 erfolgt eine Befestigung über elastische Elemente 22. Zwischen den hydraulischen Ausgleichszylindern 19 befindet sich eine Verbindungsleitung 25, über die sich der Öldruck ausgleicht und die Ausgleichszylinder 19 gegenläufig ausfahren läßt, bis beide Seitenpuffer 4 die gleichen Kräfte aufweisen. In der Verbindungsleitung 25 befindet sich eine Ölreserve- und Nachspeiseeinrichtung 23 sowie eine Anzeigeeinrichtung 24 zum Erkennen des Sicherheitszustandes. Fig.4 zeigt die Anwendung der mechanischen Ausgleichsvorrichtung 14. Dabei werden am Hauptführungsrohr 11 über das Anschlußteil 13 Druckstreben 17 gelenkig angeschlossen. Die Druckstreben 17 stehen in Verbindung mit einem Ausgleichshebel 18, der im Kupplungsträger 3 gelagert ist. Ein Lagerungspunkt 26 des Ausgleichshebels 18 ist dabei mindestens um das Einbaumaß einer Zugeinrichtung 5 hinter dem Kopfstück 2 zurückgesetzt angeordnet. Zur Sicherung der Mittenstellung der beiden Seitenpuffer 4 ist an dem Hauptführungsrohr 11 das angelenkte doppelt wirkende Rückstell- Kraftelement 15 vorgesehen. Die Fig. 5 zeigt die Aufnahme des Hauptführungsrohres 11 im Aufnahmerohr 12 mit in jedem Endbereich des Aufnahmerohres 12 am Hauptführungsrohr 11 angeordneten Führungsring 16, wodurch eine Zweipunktlagerung bezüglich der Seiten- und Vertikalkräfte am Seitenpuffer 4 erreicht wird. Es ist auch möglich, daß die Führungsringe 16 im Aufnahmerohr 12 angeordnet sind. Das Drehstabilisierungsrohr 9 sichert dabei einen drehstabilen Anschluß der Pufferrosette 7 am Kopfstück 2. Diese Ausführung ist vorzugsweise für einen leichteren Eisenbahnbetrieb mit einem geringen Beanspruchungsaufkommen gedacht. Es ist auch denkbar, daß die Drehsicherung der Pufferrosette 7 beispielsweise über ein vierkantförmig ausgebildetes Hauptführungsrohr 11 erfolgt. 1, 2 and 3 show a page buffer 4 with a buffer rosette 7 screwed tight. The two buffer rosettes 7 are in a head piece 2 in parallel and in opposite directions with a Compensating path 6 is slidably mounted longitudinally. Become one of the buffer rosettes 7 retracted towards the head piece 2, the other buffer rosette 7 extended. The buffer rosettes 7 have a main guide tube 11, which in a receiving tube 12th is arranged longitudinally. Is on the main guide tube 11 at the end a guide ring 16 for the local application of force in the receiving tube 12 is arranged. A second application of force takes place from the eccentric force of buffer impacts in the side buffers 4 or from frictional forces at the buffer contact point and the resulting pairs of forces via guide bearings 8 and via a lower rotation stabilization tube attached to the head piece 2 10 and via a lateral anti-roll tube 9. The side and bottom anti-rotation tubes 9; 10 take over the rotationally secure connection of the shock rosette 7 with the head piece 2 and the transfer of the moments in the box-shaped head piece 2. According to Fig.3 the lateral anti-rotation tube 9 approximately in the horizontal Middle plane of the main guide tube 11 on the side to the middle of the carriage and the lower anti-rotation tube 10 with its center line approximately in the plane of the outer edge of the Main guide tube 11 is located towards the outside of the carriage, whereby a favorable storage and stress at vertical and Lateral forces on the side buffer 4 and an advantageous one Space utilization is achieved. The head piece 2 is according to Fig.1 and 4 by the amount of the compensation path 6 compared to the central position the shock rosette 7 reset and a clutch carrier 3 projects beyond the head piece 2, whereby a weight and cost reduction is possible. As Fig.2 shows when using a hydraulic balancing device 14 a double-acting hydraulic balancing cylinder 19 with a built-in restoring force element 15, which is preferably is formed by coil springs. The compensating cylinder 19 is in the main guide tube 11 between one Connection part 13 and a bottom part 20 of the receiving tube 12 built-in. For tilt-free guidance of the compensating cylinder 19 and to achieve gimbaling are on the ends of spherical shell-shaped joint parts 21 are arranged. to Achieving a longitudinal play-free storage of the Buffer rosette 7 in the head piece 2 is attached via elastic elements 22. Between the hydraulic balancing cylinders 19 is a connecting line 25, via which the oil pressure compensates and the compensating cylinder 19th can extend in opposite directions until both side buffers 4 are the same Powers. Located in the connecting line 25 an oil reserve and make-up device 23 and a Display device 24 for recognizing the security state. Fig. 4 shows the application of the mechanical compensation device 14. Here, the main guide tube 11 via the Connection part 13 pressure struts 17 articulated. The Pressure struts 17 are connected to a compensating lever 18, which is mounted in the coupling carrier 3. A storage point 26 of the compensating lever 18 is at least about that Installation dimension of a traction device 5 is reset behind the head piece 2 arranged. To secure the middle position of the two Side buffer 4 is hinged to the main guide tube 11 double-acting restoring force element 15 is provided. Fig. 5 shows the recording of the main guide tube 11 in Receiving tube 12 with in each end region of the receiving tube 12 arranged on the main guide tube 11 guide ring 16, whereby a two-point bearing with regard to the lateral and vertical forces at the page buffer 4 is reached. It is also possible that the guide rings 16 are arranged in the receiving tube 12. The Rotation stabilizing tube 9 ensures a rotationally stable Connection of buffer rosette 7 to the head piece 2. This version is preferred for easier railway operations thought of a low load. It is also conceivable that the rotation lock of the buffer rosette 7, for example via a square-shaped main guide tube 11 takes place.

Aufstellung der verwendeten BezugszeichenList of the reference numerals used

11
Untergestellundercarriage
22
Kopfstückheadpiece
33
Kupplungsträgercoupling support
44
Seitenpufferpage buffer
55
Zugeinrichtungdrawbar
66
AusgleichswegCompensation path
77
Pufferrosettebuffer rosette
88th
Führungslagerguide bearing
99
Seitliches DrehstabilisierungsrohrLateral anti-roll tube
1010
Unteres DrehstabilisierungsrohrLower anti-rotation tube
1111
HauptführungsrohrMain guide tube
1212
Aufnahmerohrreceiving tube
1313
Anschlußteil (für Ausgleichsvorrichtung)Connection part (for compensation device)
1414
Ausgleichsvorrichtungbalancer
1515
Rückstell-KraftelementReset force member
1616
Führungsringguide ring
1717
Druckstrebenstruts
1818
Ausgleichhebelcompensating lever
1919
Hydraulischer AusgleichszylinderHydraulic balance cylinder
2020
Bodenteilthe bottom part
2121
Gelenkteiljoint part
2222
Elastisches ElementElastic element
2323
Ölreserve- und NachspeiseeinrichtungOil reserve and make-up facility
2424
Anzeigeeinrichtungdisplay
2525
Verbindungsleitungconnecting line
2626
Lagerungspunktstorage point

Claims (4)

  1. Adjusting device for side buffers on railway goods wagons, composed of a buffer beam, side buffers and an adjusting device, characterized in that both side buffers (4) are arranged and mounted so as to be capable of moving in parallel with one another on movable buffer anchor plates (7) with guide bearings (8) and main guide tubes (11) on a buffer beam (2), the buffer beam (2) being arranged set back with respect to a coupling carrier (3) by a distance equal to the dimension of an adjustment travel (6) of the side buffer (4), and lateral and/or lower rotational stabilization tubes (9; 10) each with a receptacle tube (12) being held in the front part of an underframe (1), and in that the main guide tube (11) holds connecting parts (13) for a mechanical or hydraulic adjusting device (14) which is located between the main guiding pipe (11) and underframe (1), the adjusting device (14) having double-acting restoring force elements (15) which ensure that the side buffers (4) are continuously returned to the central position, and in that a guide ring (16) is arranged in the region of the outer ends of the respective receptacle tube (12) in the buffer beam (2), but at least in the rear end of the main guide tube (11).
  2. Adjusting device for side buffers according to Claim 1, characterized in that the hydraulic adjusting device (14) holds the main guide tube (11) with its connecting part (13), a double-acting hydraulic adjusting cylinder (19), at whose two ends the buffer beam (2), which is of box-shaped construction, is mounted between the main guide tube (11) and the receptacle tube (12), and has a base part (20), articulated parts (21) for providing the necessary cardanic mounting between the adjusting cylinder (19) in the receptacle tube (12) and the buffer beam (2), and in that the adjusting cylinder (19) is mounted at both ends in an elastic fashion and free of play in the pulling direction by means of elastic elements (22), and in that an oil reserve and top-up device (23) and a display device (24) are arranged in a connecting line (25) between the two adjusting cylinders (19) of the side buffers (4).
  3. Adjusting device for side buffers according to Claims 1 and 2, characterized in that the mechanical adjusting device (14) is mounted in an articulated fashion to the connecting part (13) of the main guide tube (11) by its pressure struts (17) and is connected to an adjusting lever (18) which is arranged on the coupling carrier (3), set back behind the front edge of the buffer beam (2) by an amount equal to at least the installation dimension of a pulling device (5).
  4. Adjusting device for side buffers according to Claims 1 to 3, characterized in that the main guide tube (11) has the guide ring (16) transmitting force into the receptacle tube (12), only at its rear end facing away from the front part of the buffer beam, and in that in each case a lateral rotational stabilization tube (9) and a lower rotational stabilization tube (10) are arranged in this configuration, the lateral rotational stabilization tube (9) being located approximately in the horizontal centre plane of the main guide tube (11) on the side of the longitudinal centre of the wagon, and the lower rotational stabilization tube (10) being located with its centre line approximately in the plane of the outer edge of the main guide tube (11) in the direction of the outside of the wagon.
EP98115742A 1997-09-05 1998-08-20 Articulated wagon for combined transport, especially of road vehicles Expired - Lifetime EP0900707B9 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19740394 1997-09-05
DE19740394A DE19740394C2 (en) 1997-09-05 1997-09-05 Articulated trolleys for combined loading, especially of road vehicles

Publications (3)

Publication Number Publication Date
EP0900707A1 EP0900707A1 (en) 1999-03-10
EP0900707B1 true EP0900707B1 (en) 2004-01-28
EP0900707B9 EP0900707B9 (en) 2004-12-22

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ID=7842313

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Application Number Title Priority Date Filing Date
EP98115742A Expired - Lifetime EP0900707B9 (en) 1997-09-05 1998-08-20 Articulated wagon for combined transport, especially of road vehicles

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DE19911445C2 (en) * 1997-09-05 2001-10-04 Dwa Deutsche Waggonbau Gmbh Articulated trolleys for combined loading, especially for road vehicles
DE19956036A1 (en) * 1999-11-22 2001-07-05 Dwa Deutsche Waggonbau Gmbh Carriages for combined loading, especially for motor vehicles
DE10238982A1 (en) * 2002-08-20 2004-02-26 Rechner's Vertriebs- und Produktions-GmbH Rail transport vehicle
CZ296615B6 (en) 2005-01-20 2006-05-17 KORSAKOV@Grigorij Wagon for transportation of abnormal loads, particularly road vehicles
FR2960843B1 (en) * 2010-06-04 2017-10-20 Lohr Ind TRANSPORT WAGON HAVING A COMPENSATION INTERFACE ABOVE THE GROUND AND THIS MAINLY BASED ON THE WEIGHT OF THE LOAD TO BE TRANSPORTED

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DE440173C (en) * 1926-06-30 1927-01-29 Bergmann Elek Citaets Werke Ak Equipment for the transport of large transformers on the railroad
FR2116694A5 (en) * 1970-12-04 1972-07-21 Venissieux Atel
US4665834A (en) * 1985-08-16 1987-05-19 Sea-Land Service Inc. Apparatus for intermodal transport of highway containers
GB2270663B (en) * 1992-09-19 1995-12-13 Powell Duffryn Standard Ltd Bogie rail vehicles and methods of designing such vehicles
DE4236161C2 (en) * 1992-10-21 1998-07-02 Inst Schienenfahrzeuge Carriage for combined loading
DE4240989C2 (en) * 1992-12-05 1997-02-06 Opel Adam Ag Floor conveyor
DE4320583A1 (en) * 1993-06-17 1994-12-22 Deutsche Bahn Ag Bogie for railway vehicles

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ATE258512T1 (en) 2004-02-15
SK284394B6 (en) 2005-03-04
PL189098B1 (en) 2005-06-30
HU222792B1 (en) 2003-10-28
EP0900707B9 (en) 2004-12-22
SK120298A3 (en) 1999-06-11
EP0900707A1 (en) 1999-03-10
HU9802003D0 (en) 1998-10-28
PL328325A1 (en) 1999-03-15
DE19740394C2 (en) 2000-08-10
DE19740394A1 (en) 1999-03-18
HUP9802003A2 (en) 1999-06-28
HUP9802003A3 (en) 2000-02-28
CZ289972B6 (en) 2002-05-15
CZ284898A3 (en) 1999-03-17

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