EP1473206B1 - End wall for a railway goodswagon - Google Patents

Abstract

The end wall for railway wagons, especially for wagons with sliding sides, has the two vertical end wall pillars (2) installed by their lower ends on a torsion tube (3) extending in the wagon's transverse direction. The torsion tube is connected to end brackets (4) which fit on upwards projected extensions of the longitudinal supports (5) of the bogie (6). The bracket connections (4) to the longitudinal supports are constructed and connected in such a way that forces acting on the end wall (1) are directed into the connections to the longitudinal supports.

Description

The invention relates to a railway freight wagon, in particular sliding wall wagon according to the preamble of claim 1.

In the known constructions, the front wall of a freight car is always individually tailored to the vehicle, that is always redeveloped and built type-related in a vehicle-specific device set. It is generally assumed that the end wall pillars taper from the connection to the long girders in the underframe toward the roof in order to obtain a good flow of force. It has deliberately built stiff. An example of a sliding wall wagon with an end wall with inclined end wall columns shows the DE 195 16 527 A1 ,

The previous solutions had the effect that, for wagons built for the national perimeter profile (and thus higher), a different angle of incidence of the end wall columns was foreseen than for vehicles for the international G1 profile. As a result, all the connectors were different. A different angle again resulted in vehicles with a long-stroke shock absorbers and shock bars, because of the implementation of the bumper in the base the end wall columns in the lower area must be further spread. Still other conditions apply to two-axle vehicles that can be designed wider than four-axle bogie wagons. Because of the special buffer arrangement at the short coupling point in short coupled units, even the two end walls differ within a car. In addition to the known solutions with inclined end wall columns and end wall constructions with vertical Stirnwandsäulen are known, such as from DE 33 12 001 A1 , However, even with these solutions always a vehicle-specific training of the front wall is required and it is also built deliberately stiff.

From the US-A1-4,348,963 is a railway freight wagon in the design of a flat car is known having at the ends pivotable baffle plates, which are offset inwardly, arranged above the bogies and supported on the bottom structure. The baffle plates are used in a pivoted position as cargo securing against longitudinal displacements of the cargo. The baffle plates can be brought about a horizontally arranged pivot axis by means of an actuating cylinder either in a position parallel to the ground or a position perpendicular thereto. According to the task is to be achieved by this design that the air resistance can be reduced by swiveling the baffles at empty runs and an energy-saving empty drive with higher speed is possible.

From the EP-A1-0 329 552 a transport container, in particular rail freight cars for the carriage of goods is known, which has a base, end walls and a cover (roof) and openable side walls. The end walls of the transport container are not rigidly connected to the underframe but are connected via means which allow a certain pivotability of the end wall from the vertical in the connection region about a horizontal axis. The devices are preferably formed by torsion tubes, which are held in four end brackets. By this resilient construction of the end wall connection loads on the frontal container construction, especially at the junctions between the front wall and the base frame, are to be reduced, especially when the buffer pushes or bumps the charge on the end wall. This construction of the prior art leads in railway freight cars to a relatively heavy construction, because four Stirnwandsäulen are provided, which are supported on individual torsion tubes, which are itself attached via the consoles on the front side of a head support of the undercarriage. The head carrier is to hold the forces sufficiently stable and resilient and thus difficult to train. A heavy construction leads to a reduced payload at a given total weight.

The invention is based on the object, instead of the variety of vehicle-specific designs to develop the end wall according to the idea of the modular principle in order to make it as universally applicable. At the same time, the new design should ensure good power flow for the longitudinal forces acting on the end walls.

According to the invention, this object is solved by the features of claim 1.

Advantageous embodiments of the invention will become apparent from the dependent claims.

The universal applicability of the new solution is achieved in particular by the fact that the two vertical end wall columns are always arranged at a certain center distance from each other on a torsion tube and that the adaptability to the widths of the respective types of car by a corresponding length determination of the torsion tube from the end wall columns to the compounds done with the long beams of the undercarriage.

Another major advantage of the redesign is the guarantee of a better power flow. In the case of the slanted columns connected directly to the long girders, the rigid connection to the long girder and the fact that the column has an oblique position to the long girder lead to high concentrations of stress at the connection point. In the new solution, however, the torsion tube acts like a torsion bar (torsion spring) and catches loads acting on the end wall elastically from a discharge shock and derives them defined in the extended extension of the long carrier from. Stress concentrations as in the prior art are avoided.

Fig. 1

eine Vorderansicht einer erfindungsgemäßen Stirnwand, am Beispiel für einen Schiebewandwagen;

Fig. 2

eine Anordnung des Torsionsrohres am unteren Ende der Stirnwandsäulen und

Fig. 3

eine Anordnung des Torsionsrohres an den mit den Langträgern verbundenen Konsolen.

In the following the invention with reference to an exemplary embodiment is explained in more detail. In the accompanying drawings show:

Fig. 1

a front view of an end wall according to the invention, the example of a sliding wall car;

Fig. 2

an arrangement of the torsion tube at the lower end of the end wall columns and

Fig. 3

an arrangement of the torsion tube on the consoles connected to the longitudinal beams.

Fig. 1 shows the basic structure of the end wall 1 according to the invention and illustrates at the same time the selected modular principle. The end wall 1 has two end wall columns 2, which are parallel to each other and are fixedly arranged on a torsion tube 3, which is designed in the embodiment as a thick-walled, round tube, which may also be formed as a thick-walled box girder. The torsion tube 3 is seated with its outer ends to brackets 4, which are firmly connected with pulled-up extensions of the longitudinal beams 5 of the undercarriage 6 of the car. For connecting a roof 7, a uniform cross member 8 is provided.

As Fig. 1 shows, the end walls 1 are always arranged at a certain fixed center distance (A) to each other, this center distance is about 1200 mm.
The adaptation to the respective width is achieved by the length specification of the torsion tube 3 from the end wall column 2 to the console 4 (variable distance B).

The FIGS. 2 and 3 show embodiments of the connection of the front wall columns 2 to the torsion tube 3 and its connection to the brackets. 4

references

• 1. front wall
• 2nd end wall pillar
• 3. torsion tube
• 4. console
• 5. Long carrier
• 6. Underframe
• 7. roof
• 8. Cross member
• A center distance
• B variable distance

Claims (6)

1. Railway goods wagon, in particular sliding wall wagon, with a bogie (6) with longitudinal supports (5) and end walls (1) with vertical end wall pillars (2), which are arranged, at their lower end, on a torsion tube (3) extending in the transverse direction of the wagon, wherein the torsion tube (3) is connected at end brackets (4) to the bogie (6), characterised in that two end wall pillars (2) are provided for each end wall (1) and are both arranged on a common continuous torsion tube (3) which extends in the transverse direction of the wagon and is connected at its outer ends to a bracket (4) in each case, in that the brackets (4) for the torsion tube (3) are seated on upwardly drawn extensions of the longitudinal supports (5) of the bogie (6) and are rigidly connected thereto and in that the end wall pillars (2), the torsion tube (3) and the attachment of the brackets (4) to the longitudinal supports (5) are configured and connected in such a way that forces acting on the end wall (1) are guided in a defined manner into the connections to the longitudinal support (5).
2. Railway goods wagon according to claim 1, characterised in that the end wall pillars (2) are always arranged at a specific spacing (A) with respect to one another and the adaptation to different widths takes place by the selection of the corresponding length of the torsion tube (3).
3. Railway goods wagon according to claim 1 or 2, characterised in that the centre spacing (A) of the end wall pillars (2) is approximately 1200 mm.
4. Railway goods wagon according to claim 1 or 2, characterised in that a uniform transverse support (8) is provided for the attachment of a roof (7).
5. Railway goods wagon according to claim 1 or 2, characterised in that the torsion tube (3) is configured as a thick-walled, round tube.
6. Railway goods wagon according to claim 1 or 2, characterised in that the torsion tube (3) is configured as a thick-walled box support.

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