EP1452418A1 - Railway freight wagons unit - Google Patents

Abstract

The railway freight wagon rake, to carry containers and the like, combines wagons with multi-axle bogies and twin-axle wagons. Push/pull coupling rods (12) are between the bogie wagons (3,4), with their linkage point (13) in the sub-frame (7) at the center of the bogie (6). The coupling rod length (LK) equals the gap (LL) between neighboring bogies. A twin-axle wagon, at the center or the end of the wagon rake, is coupled similarly by a coupling rod. In the event of space difficulties in fitting the components of the push/pull damper at the coupling rod linkages, the coupling rod is retracted at the ends to accommodate the damper components plus part of the width of the lateral carrier (9) for the rotating pan and the movement and installation space. The coupling rods have alignment joints (20) which, on a standard wheel loading of 22.5 tonnes, have a deadweight:working weight ratio from 1:3 for multi-axle end wagons and 1:4 for multi-axle center wagons, 1:2 for twin-axle end wagons and 1:3 for twin-axle center wagons. The alignment joints for the wagons within the rake have a vertical stabilizing at the same height. The end wagons have a greater horizontal stabilizing than the center wagons. The end wagons are preferably of the multi-axle type, with a longer gap (2a) between the rotary journals of their bogies than the center wagons.

Description

The invention relates to a rail freight car unit, in particular for the transport of containers and swap bodies in combined cargo transport, consisting of bogie and / or 2-axle freight cars equipped with push-pull coupling rods according to the preamble of claim 1.
Proposals for rail freight wagons with the objective of economical operation with regard to expenditure in the production, maintenance and a low dead load as well as the fulfillment of sufficient running behavior in driving and shunting operations are already known.
In competition with road traffic, it is necessary to recognize and exploit existing reserves.

The aim is to achieve dead weights of up to 9 for 2-axle wagons in wagon units and up to 15 t for bogie wagons in order to achieve dead load / payload ratios of 1: 4 for 2-axle wagons and 1: 5 for bogie wagons.
At the same time, the additional load capacity per train should be used by more parking spaces in order to ensure the most effective load throughput and high freight income from the permitted train parameters of a maximum of 1600 t and a maximum length of 700 m. In this context, it is very important to adjust the loading length of the wagon units to the container lengths.

Railway freight car units with push-pull coupling rods as car connection elements can about advantageous articulations and designs of the stem areas serve this goal sustainably.

For example, proposed solutions according to US Pat. No. 4,580,686 have become known, in which a play-free, self-adjustable ball joint coupling rod (40 and 50) is used for railway carriages, arranged between two bogie carriages (22), the ends of the shortened central longitudinal members (16) being connected to two carriages , is presented.
The ball joint connection of the extended coupling rod (40 and 50) is arranged in the end cavity of the central longitudinal member (16) close to the bogie frame, in order to keep the force components in the event of buffer impacts in the gauntlet positions of the cars and in cornering, as well as the lever arms generally low.
The particularly play-free design of the proposed ball joint, which is achieved via the wedge effect, is intended to reduce force peaks and wear at the same time.
The design has the disadvantage that, despite the changes made, the power components with the play-free mounting of the coupling rod and the remaining lever ratios are not sufficiently reduced in order to meet the running safety criteria for the desired lightweight railway carriages. The proposed joint also has the disadvantage that a restoring torque to relieve the horizontal lateral forces Hy between the flange and the rail is not generated, either with vertical or horizontal inclined positions of the coupling rod relative to the carriage.

DE 19543183 A1 presents a long coupling for railroad cars.
It is provided that the final transition L ₂ in the middle of the unit from the wheelset center (12) from at least 15% of the distance L _1, measured between the wheelset centers (12) of the car, and the articulation of the pull rod (5) on the undercarriage, whereby the center of the pivot point (6) is still in front of the bogie frame (13) (side element), via a bolt connection (20) with an elastic bushing (21) in a cylindrical housing for the purpose of backlash-free and articulated mounting of the tie rod (5) on the base frame ,

Another proposal provides for a ball joint design in which the connecting shaft has a spherical shape 14b.
Overall, this solution presented has approximately the same disadvantages as the solution according to US Pat. No. 4,580,686. It does not bring about consistent changes and solutions to the problems of increased horizontal lateral forces Hy between the flange and the rail. Additional directional joint effects are not suggested, so that the problems of running safety of light freight cars with a high dead load / payload ratio are not solved satisfactorily.

According to DE 19505192 C1, a further solution for double-axle carrier units has been made known, in which two-axle carriages are connected by long coupling rods, the articulation points being provided in the single-axle drive area, that is to say over a length range of the wheel diameter or the length of the installed leaf suspension springs.
The headers of the stems are set back. They then also serve as the front drive carrier, which together with the rear drive carrier surrounds the single-axis drive.
Since 2-axle wagons only have a maximum load capacity of 2 x 22.5 t permissible wheelset load minus the weight of the wagon = approx. 35 to 36 t, only one long container (30'- 45'-container) with up to one can be used on such a wagon 36 t gross total weight or 2 short containers (2 x the type 20 - 24) with a maximum of 18 t each. Short containers, for example in tank or silo versions with more than 18 t gross up to 36 t, have to be driven individually per wagon, which is uneconomical and means disadvantages.

The object of the invention is a rail freight car unit, in particular for the Transport of containers and swap bodies in combined cargo traffic to create, which avoids the disadvantages of the above solutions and trolley units in a light and economical design with a high dead load / payload ratio with inexpensive production and maintenance and security the international requirements regarding running safety and running quality and one high transport economy.

The object is achieved by the features of claim 1.

It is essential to the invention that in the proposed freight wagon units, the individual wagons and especially all end wagons via push-pull coupling rods find a largely optimal possible linkage in the underframes of the wagons, and that the coupling rods are provided with directional joints from a certain dead load / payload ratio, which with regard to the Running safety take into account the different tasks between end and middle wagons and advantageously provide a 4-axle end wagon.
In the bogie wagons, the push-pull coupling rods find their articulation point in the underframes in the center of the respective bogie, in which case the length of the coupling rods LK can be equal to the distance LL of the opposing drives, i.e. a bogie or an individual drive. In order to come close to an optimal arrangement in practice, in the event of spatial difficulties in accommodating the parts of any push-pull damping elements at the articulation point of the coupling rod, the same per coupling rod end about the length requirement for the aforementioned parts plus a part of the width of the swivel pan cross member and the respective movement space.
The push-pull coupling rods of the 2-axle and bogie wagons receive directional joints from a certain dead load / payload ratio, whereby the directional joints of the carriages within the unit are provided with the same degree of vertical stabilization, and that the end cars, however, have coupling rods with directional joints of greater horizontal stabilization compared to the middle car have.
As end cars, bogie cars are preferably proposed, which are designed with a larger pivot spacing compared to the middle cars.

Another feature of the invention provides, in addition to the effects according to the invention, to equip the coupling of the coupling rods with high-performance directional joints, which have already been proposed (DE file number 1020224 1.0).
It is envisaged that the directional joints, depending on the axle / trunnion spacing of the carriages, have a much larger directional joint width and height and a power ratio between vertical and horizontal stabilization of up to 1: 5.3 compared to the version of the UIC directional joint.
The specificity of these directional joints also improves the running quality, especially in small arches with a radius of 120 m.
If a buffer path and force compensation are arranged in the stems of the end cars, it is also possible to use directional joints with UIC parameters on the end cars from the dead load / payload ratio mentioned.
The same applies approximately if side buffers are used instead of the buffer travel and force compensation, preferably in a hydraulic design with a long stroke and a flat static force-travel characteristic.

According to a further feature of the invention it is provided via the coupling rods make a loading length adjustment in order to use e.g. to realize as many additional container parking spaces as possible from 700 m.

According to further features of the invention, it is provided that in the bogie end and center wagons, the pivoting cross members above the pivoting pan have openings in their vertical webs, at least in which the coupling rod ends face, for the passage of the damping elements or the entire coupling rod end with the support bearing plate, whereby the support bearing plate is fastened either in the interior of the rotary pan cross member or on the vertical web facing the end of the coupling rod,
and that in the case of the bogie end and center cars, in the event of spatial difficulties in the area above the drive center on the side of the rotary pan cross member facing the coupling rod, a mounting bracket consisting of coupling carrier end pieces on the same, a vertical web with an opening with an attachment option for the support bearing plate for the coupling rod linkage is provided,
and that further in the front end of the bogie end and center cars on the coupling rod side, the outer long beam ends as long beam extensions, at least
From the height of the articulation point of the coupling rod, the self-supporting frame protrudes and finds its end with an end locking pin for containers or one of an interchangeable container,
and that there is free access to the coupling rod and to the bogie from above, with a lower-lying connection carrier arranged below the coupling rod and in front of the rotating unit.

According to a further feature of the invention, it is provided that the two-axis Intermediate car, based on the coupling rod linkage and the stem version two uniform wagon versions, each with 2 parking spaces, once for two Container 20 'and the other for a maximum of two swap bodies of the type 2 x 22 or 2 x 24 are provided, both with the same wheelbase 2a Uniformly designed and arranged articulation points for the coupling rods Have a directional joint, with the articulation in the underframe using crossbars Vertical bars with opening with a mounting option for the support bearing plate and that the two intermediate cars are otherwise a completely identical overall design own, and only in the arrangement of known and additional unsupported long beam extensions for the trolleys with the two swap bodies (up to 2 x genus 24) extended by half the difference in distance of their end locking pins to the end locking pin of the two containers 20 'and the Installation of coupling rods of different lengths and corresponding center locking pins differ.

According to the last feature it is provided that the coupling rods outside an offset of parts of the drive or the bogie for freedom of movement have.

With the railway freight wagon unit according to the invention, a transport device created with the chosen due to their coupling rod arrangement Articulation points and length adjustment, the use of directional joints and at selected locations also of high-performance directional joints and the designs the front sections of the wagons, high-grade dead load / payload ratios realizable with low manufacturing and maintenance costs are.

By using bogie wagons with a load capacity of up to 72 together with 2-axle wagons with capacities up to 36 t in particular Even within the units, all long containers (genus 40 '- 45') with a maximum of 36 t and the short containers to be loaded in pairs (2 x type 20 '- 24') of 2 x 18 t = 36 effective on 2-axle wagons and the Load pairs of short containers of over 2 x 18 t to 2 x 36 t onto bogie wagons can be, thereby making the best use of the load and length criteria can be reached within the consignments up to an entire shuttle train can, especially because with 2-axle wagons up to 9 t Dead weight the dead load per TEU (20 feet - equivalent size) is only 4.5 t, and in the case of bogie wagons at least 6.0 to 7.5 t / TEU and the proportion of light containers which the heavy-duty container significantly exceeds.

The intended combination of 2-axle and 4-axle carrier wagons within the units up to the shuttle train brings in the sense of an overall wagon system a significant improvement of end cars connected via coupling rods the transport performance, an increase in the throughput of containers and leads to the targeted multiple income.

Figur 1

eine Draufsicht einer Einheit aus Drehgestellwagen

Figur 2

eine Seitenansicht einer Einheit mit Beladeschema

Figur 3

eine Draufsicht mit einer Kuppelstangenverbindung von End- und Mittelwagen

Figur 4

wie Figur 3, Mittelwagen, jedoch 2achsig

Figur 5

wie Figur 4, Mittelwagen in Kurzausführung

Figur 6

einen Schnitt der Figur 7 durch einen Anlenkpunkt

Figur 7

eine Draufsicht eines Anlenkpunktes in einem Drehpfannenquerträger

Figur 8

eine Seitenansicht eines weiteren Anlenkpunktes

Figur 9

eine Draufsicht eines Anlenkpunktes mit Aufnahmekonsol

Figur 10

eine Draufsicht der Anlenkung eines 2achsigen Tragwagens

Figur 11

einen Schnitt gemäß Figur 9

Figur 12

einen Drehpfannenquerträger
- Schnitt mit abgesenktem Aufnahmekonsol

Exemplary embodiments of the invention are shown in the drawings and are described in more detail below.
Show it:

Figure 1

a plan view of a unit from bogie

Figure 2

a side view of a unit with loading scheme

Figure 3

a plan view with a coupling rod connection of end and middle cars

Figure 4

like Figure 3, middle car, but biaxial

Figure 5

like Figure 4, short middle carriage

Figure 6

a section of Figure 7 through a pivot point

Figure 7

a plan view of a pivot point in a rotary pan cross member

Figure 8

a side view of another articulation point

Figure 9

a plan view of a pivot point with mounting bracket

Figure 10

a plan view of the linkage of a 2-axle carrier

Figure 11

9 shows a section according to FIG. 9

Figure 12

a rotary cross member
- Cut with lowered mounting bracket

It is planned to run 2 to 6-part carrier units, with pure ones 2-axis and 4-axis and mixed units, consisting of preferably Bogie end car 3 and 2axle middle car 2 are proposed.

It is preferably a two-place wagon, loading length adjustments optimally carry out the wagons 1, 2, 3 and 4 loaded with containers 23 in pairs to be able to, mainly between different sizes of swap bodies as well as containers and swap bodies.

Figures 1 and 2 show three-place end cars 3, here 3 x 20 feet 24 or 2 x 30 feet and 2-seat middle cars 2 and 4, mainly for 2 x swap bodies up to 24-25.
The end carriages, designed as biaxial and bogie carriages, have end stems 8 with side buffers 17 and the carriage push and pull coupling on the opposite stem is via coupling rods 12.
The undercarriages in the bogie wagons 3, 4 consist of fish-bellied outer side members, which are provided with end and center locking pins 21, 22, and rotary pan cross members 9, which are designed as a hollow profile. In the case of the 2-axle carrier cars 1, 2, instead of the rotary pan cross members 9, two drive carriers are arranged, which enclose the individual drives 5.

As shown in FIGS. 1, 2, 6, 7 and 8, it is proposed according to the invention to arrange the coupling rod linkage in the bogie 3, 4 in the base frame in the center of the bogie cross member 9 and thus in the bogie area of the bogie 6. The distance LL to the opposite drive of the neighboring car thus also corresponds approximately to the coupling rod length LK, which also applies to the distance between the bogie 6 and the individual drive 5, as is the case with 2-axle wagons 1,2.
This means that there are very advantageous articulated connections for the lightweight carriages, because in the case of longitudinal compressive forces that can be up to 500 kN in size, in S-bends and in full bends, any horizontal lifting is initially switched off by the coupling rod attack above the drives 5 or bogies 6.

FIGS. 6, 7 and 8 show the execution of the articulation points 13.
A dome rod 12 with directional joints 20, damping elements 14 and support bearing plates 15, which is located in an opening 26 in a strong central vertical web 10 in the middle of the bogie 6, is connected via bolts to the rotary pan cross member 9.
The openings 26 in the vertical webs 10 allow the insertion of the directional joint and the entire coupling rod end in the rotary pan cross member 9 and their attachment.

According to Figure 8 is also advantageously provided, the support bearing plate 15 on the Vertical web 10 of the rotating cross member 9 facing the coupling rod side to attach directly with opening 26.

In order to accommodate the parts of the Directional joint 20, the train-pressure damping elements, 14 with the necessary Movement and assembly space a linkage close to the optimal position 13, is provided according to FIGS. 3, 4, 5 and 9 to 12, Mounting bracket, consisting of coupling carrier end pieces 27, vertical webs 10 with openings 26 with a mounting option for the support bearing plates 15 as close as possible to the area of the rotating pan cross member to arrange.

According to FIG. 12, it is also possible to arrange the receiving console in a downward-bent design. .
In the 2-axle end and middle cars 1, 2 it is provided to arrange cross beams 18 above the axles analogous to the design of the mounting bracket, which have on their coupling rod side a vertical web 10 with the opening 26 to which the support bearing plates 15 are fastened.

It is provided that the coupling rods 12 are to be equipped with directional joints 20 from a certain dead load / payload ratio (with a standard wheel set load of 22.5 t), specifically with such a ratio Bogie end car 3 from about 1: 3 Center bogie 4 from about 1: 4 two-axle end car 1 from about 1: 2 and at two-axle middle car 2 from about 1: 3.

In the case of larger internal car masses corresponding to lower dead load / payload ratios, the use of ball-joint-like couplings between cars 1, 2, 3 and 4 and coupling rods 12 is possible.
It is further provided that the directional joints 20 are carried out within a unit with the same vertical stabilization.
The end cars 1 and 3 have directional joints with higher horizontal stabilization compared to the middle cars 2 and 4 with their side buffers at the UIC interface and the coupling rod linkage at the opposite end of the car.

The end carriages 3 are preferably for receiving heavy-duty short containers provided as a bogie and have larger compared to the middle car Pivot distances 2a.

FIGS. 6 and 7 show high-performance directional joints 20 which have a directional joint height RGH which is increased compared to the UIC standard directional joint and a directional joint width RGB which is many times larger and which are designed in relation to the axle / pivot spacing of the carrier cars.
Thus, a carrier wagon with a smaller axle / pivot distance 2a has a joint with a much larger directional joint width R _GB compared to one with a large distance _, so that the horizontal stabilization is increased.
It is intended to use these high-performance directional joints 20 at least between the end cars 1 and 3, as the transition car between the side buffer and coupling rod linkage and the first intermediate car.
It is advantageous, however, to equip all the carriages of the unit with high-performance straightening joints 20, since, for example, in a full arch, the longitudinal compressive force offset from the longitudinal axis of the carriages to the inside of the arch can pass through all carriages in the same manner and advantageously without any further transverse offset.
By increasing the directional joint widths RGB and the directional joint heights RGH and the choice of the rolling radii and the use of the eccentric power transmission in the directional joint even at curves of 250 m, an improvement in the running quality according to UIC 518 is also achieved with these lightweight vehicles.

FIG. 5 shows a buffer travel and force compensation 16 in the end stem 8 of the end carriage, which ensures longitudinal force transmission and reduces the horizontal transverse forces H _y on the wheel due to the elimination of the horizontal buffer offset.
This makes it possible to use directional joints 20 with a lower directional joint effect, such as the UIC directional joint, from the dead load / payload ratios mentioned in claim 1.
A buffer compensation function can also be achieved with long-stroke, preferably hydraulic buffers 17 and a flat static force-displacement characteristic.

According to FIG. 8, provision is made to provide the coupling rods 12 with a crank, as soon as the adjacent undercarriage and undercarriage parts make it possible, in order to achieve freedom of movement to the end containers when driving over ramps.
The coupling rods 12 also have the function of adapting the loading length when transporting containers of different lengths and are length-adjustable in themselves, can be plugged into the base frame or are exchangeable.

FIGS. 9, 10 and 11 show the stem design in relation to the articulation point designs of the coupling rods and the swiveling cross member for receiving the bogies 6 and the single-axle drives 5 of the 2-axle carriage.
The stems of the bogie wagons 3 and 4 advantageously have long beam extensions 19 which project self-supportingly beyond the compact base frame 7, at least from the point of the articulation 13 of the coupling rod 12, in order advantageously to keep the free length within limits. The end locking pins are located at the end of the long beam extensions.

As FIG. 9 shows, it is also provided, for example, that, in the case of long stems, a connecting bracket 11 is arranged below the coupling rod 12 in front of the bogie 6 to increase stability, as a result of which free access to the bogie 6 and the coupling rod connection is achieved.
This is advantageous for time and cost-saving maintenance work in the terminal operation, for example for the frequent changing of the brake blocks and changes in the length of the coupling rod.

FIGS. 4, 5 and 10 show the stem version for a short version of the 2-axle carrier wagon 2 for pure maritime transport for loading in pairs with short containers of the 20 foot types and, on the other hand, a long version for the paired swap body operation up to 2 x of the type 24 in continental traffic Long beam extensions 19 designed in a known manner.
According to the proposal, the two carriages, which serve different tasks and have different loading lengths, are designed uniformly between the end drive carriers for economic reasons with uniform coupling rod linkages and directional joint designs and differ according to the invention only in the long beam extensions 19 and the coupling rod lengths.

List of the reference numerals used

1

2-axle end car

2

2-axle middle car

3

Drehgestellendwagen

4

Bogie Mittelwagen

5

Einachslaufwerk

6

bogie

7

undercarriage

8th

Endvorbau

9

Pivot bearing crossmember

10

vertical web

11

connection support

12

coupling rod

13

articulation

14

damping element

15

Support bearing plate

16

Buffer path and force compensation device

17

page buffer

18

crossbeam

19

Long beam extension

20

directional coupling

21

Endarretierungszapfen

22

Mittenarretierungszapfen

23

container

24

20-foot container

25

Swap bodies of the genus 24

26

opening

27

Kuppungsträgerendstücke

28

rotary pan

LL

Drive distance

LK

Drawbar length

RGB

Directional-link width

RGH

Directional coupling height

2a

Axis / bogie centers

Claims (9)

Railway freight wagon unit, in particular for the transport of containers and swap bodies in combined cargo transport in a light and economical design and a high-grade dead load / payload ratio, consisting of bogie and / or 2-axle freight wagons equipped with push-pull coupling rods and underframe stems that enable loading length adjustment Outer longitudinal and cross members are adapted to the coupling rod linkage, whereby in the case of the 2-axle carrier wagons, the articulation points of the coupling rods are in the area of the single-axle drives in a known manner, but at least at a distance equal to or greater than the double shaft length of the internationally standardized UIC center buffer coupling protruding into the undercarriage stem , measured from the front edge of the undercarriage
characterized in that between the bogie (3 and 4) push-pull coupling rods (12) are arranged, which have their articulation point (13) in the base (7) in the center of the respective bogie (6), the coupling rod length LK then approx . equals the distance between the two adjacent bogies (6) LL or should a 2-axle end / middle car (1 and 2) follow as a neighboring car, then the distance between the bogie (6) and the adjacent single-axle carriage (5) LL is also approx. LK, and that in the event of spatial difficulties in accommodating the parts of any push-pull damping elements (14) at the articulation point (13) of the push-pull coupling rod (12) the same per coupling rod end by the length requirement for the aforementioned parts plus one part the width of the swivel pan cross member (9) and the respective movement and assembly space is reset, and that the coupling rods (12) of the biaxial and the bogie wagons (1, 2, 3 and 4) directional joints (20) hold and from a dead load / payload ratio with a standard wheelset load of 22.5 t
at Bogie end car (3) of approx. 1: 3 and Central bogie (4) of approx. 1: 4 and for biaxial End cars (1) of approx. 1: 2 and the Intermediate car (2) of approx. 1: 3, and that the directional joints (20) of the wagons have an equally high vertical stabilization within the freight wagon unit,
and that the end cars (1 and 3), however, have greater horizontal stabilization than the middle cars (2 and 4),
and that the end carriages (1 and 3) are preferably designed as bogie end carriages (3) and as such with a large pivot spacing (2a) which is larger than that of the middle carriages (2 and 4). Railway freight car unit according to claim 1, characterized in that high-performance directional joints (20) are used for the biaxial and bogie wagons (1, 2, 3 and 4) which, depending on the axis / bogie spacing (2a), have a multiple over the UIC directional joint larger directional joint width (RGB) and height (RGH) and a performance ratio between horizontal and vertical stabilization of up to approx. 1: 5.3, with at least the coupling rods (12) between the end car (1 and 3) and the first middle car ( 2 and 4) have such directional joints (20). Railway freight wagon unit according to claim 1, characterized in that a buffer travel and force compensation device (16) is provided in a known manner at the UIC interface at the unit end with side buffers (17) and screw coupling in the end stems (8) of the underframe (7), whereby from Given the dead load / payload ratios, the coupling rods (12) can also be equipped on the end cars (1 and 3) with directional joints (20) which correspond to the UIC directional joint performance parameters. Railway freight wagon unit according to claim 1 and 3, characterized in that, instead of a buffer path and force compensation device (16), side buffers (17) are preferably used in hydraulic construction with a long stroke and a flat static force-displacement characteristic. Railway freight car unit according to claim 1 and one of the preceding claims, characterized in that the coupling rods (12) for. Purpose of advantageous loading length optimization, preferably between a paired loading with interchangeable containers of different sizes or in a combination of containers with interchangeable containers, are adjustable in length, can be attached or exchanged. Railway freight wagon unit according to claim 1 and one of the preceding claims, characterized in that in the bogie end and middle wagons (3 and 4), the rotary pan cross members (9) above the rotary pan (28) in their vertical webs (10) at least in those that the end of the coupling rod have openings (26) for the passage of the damping elements (14) or the entire coupling rod end (27) with the support bearing plate (15), the support bearing plate (15) either in the interior of the rotating pan cross member (9) or on the coupling rod end facing Vertical web (10) is attached. Railway freight car unit according to claim 1, 5, 6 and one of claims 2 to 4,
characterized in that, in the case of the bogie end and middle carriages (3 and 4), in the event of spatial difficulties in the area above the drive center on the side of the rotary pan cross member (9) facing the coupling rod (12), a receiving bracket consisting of coupling carrier end pieces (27) and a vertical web (19) with an opening (26) with an attachment option for the support bearing plate (15) for the coupling rod linkage (13) is provided, the receiving bracket with its coupling carrier end pieces (27) also being able to have a downward bend,
and that in general in the front end of the bogie end and middle carriages (3 and 4) on the coupling rod side, the outer long beam ends as long beam extensions (19) protrude beyond the base frame at least from the point of articulation (13) of the coupling rod (12) and conclude them with an end locking pin (21 ) for containers or those of an interchangeable container,
and that there is free access to the coupling rod (12) and to the bogie (6) from above, there being a lower-lying connecting support (29) arranged below the coupling rod (12) and in front of the bogie (6). Railway freight car unit according to claim 1 and one of claims 2, 3, 4 and 5
characterized in that in the case of the 2-axle center wagon (2), starting from the articulation point (13) of the coupling rod (12) and the front-end version, two uniform wagon versions, each with two parking spaces, one for two containers (24) and the other for a maximum of 2 swap bodies (25) are provided, both of which have uniformly designed and arranged articulation points (13) for the coupling rods (12) with directional joint (20) at the same wheelbase (2a), the articulation in the underframe (7) via crossbeams (18) Vertical web (10), with opening (26) and an attachment option for the support bearing plate (15),
and that the two intermediate carriages (2) otherwise have a completely identical overall design and are only extended in the arrangement of known, additional, self-supporting long-beam extensions (19) for the carriage with the two interchangeable containers (25) by half the difference in distance between their end locking pins (21) differentiate between the end locking pin (21) of the two containers (24) and the installation of coupling rods of different lengths (12) and the corresponding center locking pin (22). Railway freight car unit according to claim 1 and one of claims 2 to 8.
characterized in that the coupling rods (12) have a crank outside of parts of the carriage (5) or the bogie (6) for freedom of movement.

Images