EP1452418A1 - Rame de wagons de marchandises - Google Patents

Rame de wagons de marchandises Download PDF

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Publication number
EP1452418A1
EP1452418A1 EP03002892A EP03002892A EP1452418A1 EP 1452418 A1 EP1452418 A1 EP 1452418A1 EP 03002892 A EP03002892 A EP 03002892A EP 03002892 A EP03002892 A EP 03002892A EP 1452418 A1 EP1452418 A1 EP 1452418A1
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EP
European Patent Office
Prior art keywords
wagons
bogie
coupling
axle
coupling rod
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP03002892A
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German (de)
English (en)
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EP1452418B1 (fr
Inventor
Manfred Bartel
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Individual
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Individual
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Priority to EP20030002892 priority Critical patent/EP1452418B1/fr
Publication of EP1452418A1 publication Critical patent/EP1452418A1/fr
Application granted granted Critical
Publication of EP1452418B1 publication Critical patent/EP1452418B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework
    • 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
    • B61D3/20—Wagons or vans adapted for carrying special loads for forwarding containers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • 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.
  • 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.
  • 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.
  • 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 ,
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • FIGS. 6, 7 and 8 show the execution of the articulation points 13.
  • 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.
  • the receiving console in a downward-bent design.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Handcart (AREA)
EP20030002892 2003-02-25 2003-02-25 Rame de wagons de marchandises Expired - Lifetime EP1452418B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20030002892 EP1452418B1 (fr) 2003-02-25 2003-02-25 Rame de wagons de marchandises

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20030002892 EP1452418B1 (fr) 2003-02-25 2003-02-25 Rame de wagons de marchandises

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EP1452418A1 true EP1452418A1 (fr) 2004-09-01
EP1452418B1 EP1452418B1 (fr) 2006-04-19

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2634062A1 (fr) * 2012-02-29 2013-09-04 Peter Wanek-Pusset Wagon porte-container 80 pieds
AT514613A1 (de) * 2013-08-14 2015-02-15 Peter Dipl Ing Wanek-Pusset Wagenrahmen für einen Containertragwagen und Containertragwagen
WO2018065196A1 (fr) * 2016-10-04 2018-04-12 Siemens Aktiengesellschaft Dispositif d'accouplement pour les caisses d'un véhicule ferroviaire en appui sur un bogie commun
CN115783017A (zh) * 2022-11-22 2023-03-14 浙江华昊控股有限公司 一种无纺布布卷运输车

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU171803U1 (ru) * 2016-12-29 2017-06-16 Акционерное общество "Научно-внедренческий центр "Вагоны" (АО "НВЦ "Вагоны") Устройство сочленения

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4545304A (en) * 1982-08-20 1985-10-08 Brodeur Rene H Articulated railroad car
DE19543183A1 (de) * 1994-11-18 1996-05-23 Rautaruukki Oy Lange Kupplung für Eisenbahnwagen
DE19505581A1 (de) * 1995-02-18 1996-08-22 Bartel Manfred Dipl Ing Fh Eisenbahntransporteinheit für den gemischten Transport von Containern, Wechselbehältern und Sattelanhängern
DE19505192C1 (de) * 1995-02-16 1996-08-29 Bartel Manfred Dipl Ing Fh Eisenbahntransporteinheit für den gemischten Transport von Containern und Wechselbehältern

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4545304A (en) * 1982-08-20 1985-10-08 Brodeur Rene H Articulated railroad car
DE19543183A1 (de) * 1994-11-18 1996-05-23 Rautaruukki Oy Lange Kupplung für Eisenbahnwagen
DE19505192C1 (de) * 1995-02-16 1996-08-29 Bartel Manfred Dipl Ing Fh Eisenbahntransporteinheit für den gemischten Transport von Containern und Wechselbehältern
DE19505581A1 (de) * 1995-02-18 1996-08-22 Bartel Manfred Dipl Ing Fh Eisenbahntransporteinheit für den gemischten Transport von Containern, Wechselbehältern und Sattelanhängern

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2634062A1 (fr) * 2012-02-29 2013-09-04 Peter Wanek-Pusset Wagon porte-container 80 pieds
AT514613A1 (de) * 2013-08-14 2015-02-15 Peter Dipl Ing Wanek-Pusset Wagenrahmen für einen Containertragwagen und Containertragwagen
AT514613B1 (de) * 2013-08-14 2015-10-15 Peter Dipl Ing Wanek-Pusset Wagenrahmen für einen Containertragwagen und Containertragwagen
WO2018065196A1 (fr) * 2016-10-04 2018-04-12 Siemens Aktiengesellschaft Dispositif d'accouplement pour les caisses d'un véhicule ferroviaire en appui sur un bogie commun
CN115783017A (zh) * 2022-11-22 2023-03-14 浙江华昊控股有限公司 一种无纺布布卷运输车

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