EP3490866B1 - Underframe for a rail vehicle - Google Patents

Underframe for a rail vehicle Download PDF

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Publication number
EP3490866B1
EP3490866B1 EP17742648.3A EP17742648A EP3490866B1 EP 3490866 B1 EP3490866 B1 EP 3490866B1 EP 17742648 A EP17742648 A EP 17742648A EP 3490866 B1 EP3490866 B1 EP 3490866B1
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Prior art keywords
rail vehicle
underframe
pivot
central
head
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EP17742648.3A
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German (de)
French (fr)
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EP3490866A1 (en
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Andreas Helm
Thomas Steiner
Peter Wolfram
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WBN Waggonbau Niesky GmbH
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WBN Waggonbau Niesky GmbH
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    • 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
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details

Definitions

  • the invention relates to an underframe of a rail vehicle, comprising two head pieces that can be supported on wheels and a central beam, the longitudinal axis of which forms the longitudinal axis of the rail vehicle, each head piece and the central beam being detachably connected to one another via a connecting flange.
  • underframes for rail vehicles are known from the prior art.
  • the DE 42 29 481 C1 an underframe for rail freight wagons, the basic concept of which is a combination of different modules or assemblies, including a combination of two front-end stems or head pieces with a middle section made up of transverse and longitudinal members. Due to the largely autonomous prefabrication of each individual assembly, in particular the front end or the head pieces and the drive frame, in independent devices, the effort for adjustment and alignment work when assembling the various assemblies is reduced and in this way the degree of prefabrication in the production is customer-specific Rail freight wagons are increased. However, the assemblies are permanently welded to one another in the course of assembly.
  • the object of the present invention is to provide an underframe of a rail vehicle, comprising two head pieces that can be supported on wheels, as well as a central beam, the longitudinal axis of which forms the longitudinal axis of the rail vehicle, each head piece and the central beam being releasably connected to one another via a connecting flange, which saves costs Design and construction of rail vehicles as well as a less capital-intensive operation of rail vehicles, in particular by rail freight wagons.
  • At least one head piece is rotatably mounted by means of a swivel bearing about a horizontal swivel axis at right angles to the longitudinal axis of the rail vehicle, the swivel axis of the swivel bearing lying in a plane spanned by one of the two connecting flanges.
  • the head pieces can be separated from the central support in this way with little effort, without this resulting in damage to these components.
  • This is very useful, since the central girders, in particular, are exposed to strong mechanical stress due to the continuous loading of dynamic and static longitudinal and transverse forces during operation of the rail vehicle and therefore wear out more quickly than the head pieces.
  • the invention enables a comparatively simple replacement of the worn central support of an underframe with a new central support.
  • a central beam which in terms of its construction and structural design - for example in terms of its length or the connections for accommodating swap bodies or other fixed car bodies - no longer corresponds to the current requirements, can be replaced by a longer or otherwise designed shorter center beams can be exchanged.
  • the head pieces and center beams can be pre-produced independently of one another and kept in stock by the manufacturer of the rail vehicle or at another maintenance base and, if necessary, exchanged for the head pieces or center beams of existing rail vehicles with an underframe according to the invention.
  • a modular system can also be created for the underframes of rail vehicles, which enables a simple and inexpensive implementation of underframes for containers or superstructures of the most varied of types and sizes.
  • the head pieces and central beams of the underframe can be standardized and prefabricated in large batches, whereby the production can be carried out independently of specific customer orders in terms of time.
  • the head pieces of a sub-frame according to the invention are supported on the rails via single-axle or bogie drives. Furthermore, all brake components as well as the clutches or the pull and push units are integrated into the head pieces. In this way, the central girders are kept largely free of technical components and special fixtures and only have control lines and / or through lines for media such as compressed air or electrical energy, which can be adapted extremely easily to the length of the central girder do not require much effort. This significantly simplifies the design and manufacture of a sub-frame according to the invention.
  • a central girder is made up of two parallel longitudinal girders and a number of transverse girders that can be scaled depending on the length of the central girder, at the outer distal ends of which there is a locking pin for receiving containerized structures.
  • the locking pins form an essentially horizontal loading plane of the subframe.
  • the pivot pins of the pivot bearing are formed on a lower chord of the head piece and the bearing bushes of the swivel bearing are formed on a lower chord of the central support.
  • the swivel bearing is arranged in the lower region of the lower chord, that is to say one which is remote from the loading level of the underframe and is closest to the track.
  • Such a design of the pivot bearing improves the power transmission between the head piece and the central support of the subframe, since the pivot bearings are arranged at the location of the maximum tensile forces.
  • the introduction of the load through the superstructures or containers placed on the loading level of the underframe causes tensile forces to predominate in the lower chords of the longitudinal beams of the head piece and central beam. When the rail vehicle moves in a train, these are additionally superimposed by the dynamic tensile forces introduced into the head piece via the couplings or pulling devices.
  • the invention also provides that the head piece can be fixed against the central support by means of a screw bolt connection.
  • This screw-bolt connection is arranged on the upper region of the lower chord that is remote from the pivot bearing, ie that is closest to the loading plane of the underframe.
  • the screw bolt connection is arranged in a zone with - compared to the lower or lower part of the lower chords lying towards the track - lower tensile forces to be transmitted, which is advantageous for the dimensioning of the screw bolt, and secures the pivot bearing connection in the lower area of the Lower chords.
  • This concept enables the insertion of lining pieces between the connection flanges of the head piece and the central beam, with which manufacturing-related dimensional deviations of the head pieces and the central beam can be compensated and an exactly horizontal connection of the head piece to the central beam can be realized.
  • the head pieces and central girders of a sub-frame according to the invention can be prefabricated independently of one another in large numbers, with different designs with a different number of transverse girders or with different overall lengths being producible for the central girder. Only when there is a specific customer order are two head pieces each joined together with a central beam specified in its concrete form by the customer order, the pivot bearing connection between the head piece and the central beam being established first. In the second step, the screw bolt connection is established, with lining pieces to compensate for manufacturing tolerances between the connection flanges of the head pieces and the central support.
  • connection between the head piece and the central beam is released in the reverse order, with a separating cut only being required in the area of the connecting flanges of the pivot bearing with the lower chords of the head piece and central beam.
  • These separating cuts can be carried out in a simple manner without causing excessive thermal influence on the head piece or the central support and thus distortion or similar damage.
  • the middle pieces can be exchanged quickly and easily and replaced, for example, with longer, shorter or otherwise differently designed new middle beams. This not only makes the production of rail vehicles cheaper, but also creates an important prerequisite for greater flexibility and a better cost structure for their later operation.
  • the container wagon comprises an underframe made up of two head pieces (1) and a central support (2).
  • the middle piece (2) has a connecting flange (3.2) at both of its front ends, which are distal in the longitudinal direction, via which it is connected to each other on both sides one of the two head pieces (1) is connected.
  • each head piece (1) also has a connection flange (3.1) that corresponds to the connection flange (3.2) of the central support (2) in terms of outer contour and dimensions.
  • Each head piece (1) is supported on a bogie running gear and has, at its outer end remote from the connection flange (3.1), the pulling and pushing devices required to couple the carrier into a train. Furthermore, the braking equipment for the respective bogie drive is housed in each head piece (1).
  • Both the head pieces (1) and the central beam (2) are essentially made up of two longitudinal beams (9) running parallel to one another in the longitudinal direction (A) of the trolley and a plurality of transverse beams (10) with container locking pins at their outer, distal ends (11) are arranged. Containers and other structures can be placed on the sub-frame according to the invention on these locking pins (11).
  • Both head pieces (1) and the central support (2) are each connected to one another by means of a pivot bearing (4), the pivot axis (B) of which is aligned horizontally and at right angles to the longitudinal axis (A) of the container wagon, the pivot axis (B) in the through the connecting flange of the head piece (3.1) lies plane.
  • Each pivot bearing (4) is formed from a pair of pivot pins (6) which are flanged to the respective outer side surfaces of the lower chords of both longitudinal beams of the head piece (1) and each engage in a corresponding bearing bush (7), which in turn engages the Lower chords of the solebar (9) of the central girder (2) are flanged.
  • the head piece (1) is fixed against the central support (2) by means of a screw bolt connection (8).
  • a screw bolt connection (8) By means of lining pieces (5) between the two connection flanges (3.1, 3.2), an exact horizontal alignment between the head piece (1) and the central support (2) is achieved.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Railway Tracks (AREA)

Description

Die Erfindung betrifft ein Untergestell eines Schienenfahrzeuges, umfassend zwei auf Rädern abstützbare Kopfstücke sowie einen Mittelträger, dessen Längsachse die Längsachse des Schienenfahrzeuges ausbildet, wobei jedes Kopfstück und der Mittelträger über jeweils einen Anschlussflansch lösbar miteinander verbunden sind.The invention relates to an underframe of a rail vehicle, comprising two head pieces that can be supported on wheels and a central beam, the longitudinal axis of which forms the longitudinal axis of the rail vehicle, each head piece and the central beam being detachably connected to one another via a connecting flange.

Derartige Untergestelle für Schienenfahrzeuge sind aus dem Stand der Technik bekannt. So offenbart beispielsweise die DE 42 29 481 C1 ein Untergestell für Schienengüterwagen, dessen Grundkonzeption eine Kombination aus verschiedenen Modulen bzw. Baugruppen vorsieht, darunter unter anderem auch eine Kombination zweier stirnseitiger Vorbauten bzw. Kopfstücke mit einer aus Quer- und Längsträgern aufgebauten Mittelpartie. Durch die weitgehende autonome Vorfertigung einer jeden einzelnen Baugruppe, insbesondere des Vorbaus bzw. der Kopfstücke und des Laufwerksrahmens, in eigenständigen Vorrichtungen soll der Aufwand für Anpass- und Ausrichtarbeiten beim Zusammenbau der verschiedenen Baugruppen reduziert und auf diese Weise der Vorfertigungs-Grad bei der Produktion kundenspezifischer Schienengüterwagen erhöht werden.
Allerdings werden die Baugruppen im Zuge des Zusammenbaus unlösbar miteinander verschweißt. Dies hat zur Folge, dass in aller Regel das gesamte Schienenfahrzeug außer Betrieb genommen und verschrottet wird, sobald der durch den bestimmungsgemäßen Gebrauch des Schienenfahrzeugs sich einstellende Verschleiß an den mechanisch hoch belasteten Komponenten des Untergestells ein Grenzmaß überschritten hat, ab dem sich eine Aufarbeitung bzw. Instandsetzung nicht mehr rentiert. Dies führt zu hohen Kapitalkosten bei Beschaffung und Betrieb von Schienenfahrzeugen.Such underframes for rail vehicles are known from the prior art. For example, the DE 42 29 481 C1 an underframe for rail freight wagons, the basic concept of which is a combination of different modules or assemblies, including a combination of two front-end stems or head pieces with a middle section made up of transverse and longitudinal members. Due to the largely autonomous prefabrication of each individual assembly, in particular the front end or the head pieces and the drive frame, in independent devices, the effort for adjustment and alignment work when assembling the various assemblies is reduced and in this way the degree of prefabrication in the production is customer-specific Rail freight wagons are increased.
However, the assemblies are permanently welded to one another in the course of assembly. As a result, the entire rail vehicle is usually taken out of service and scrapped as soon as the wear and tear on the mechanically highly stressed components of the undercarriage due to the intended use of the rail vehicle has exceeded a limit from which reconditioning or reconditioning is necessary. Repair is no longer profitable. This leads to high capital costs in the procurement and operation of rail vehicles.

Ein möglicher technischer Ansatz, die Anschlussflansche von Kopfstück und Mittelträger miteinander zu verschrauben, hat sich als nicht dauerhaft für den Eisenbahnbetrieb erwiesen, da die Schraubverbindungen für die zu übertragenden Zuglasten derart groß dimensioniert werden müssten, dass dies negative Auswirkungen auf das Gewicht und die konstruktive Ausgestaltung des Untergestells hätte.A possible technical approach of screwing the connecting flanges of the head piece and center beam together has not proven to be permanent for railway operations, since the screw connections for the tensile loads to be transmitted would have to be dimensioned so large that this would have negative effects on the weight and the structural design of the undercarriage.

Die Aufgabe der vorliegenden Erfindung besteht darin, ein Untergestell eines Schienenfahrzeuges, umfassend zwei auf Rädern abstützbare Kopfstücke sowie einen Mittelträger bereitzustellen, dessen Längsachse die Längsachse des Schienenfahrzeuges ausbildet, wobei jedes Kopfstück und der Mittelträger über jeweils einen Anschlussflansch lösbar miteinander verbunden sind, welcher Kostenersparnisse bei Konstruktion und Bau von Schienenfahrzeugen sowie einen weniger kapitalintensiven Betrieb von Schienenfahrzeugen, insbesondere von Schienengüterwagen, ermöglicht.The object of the present invention is to provide an underframe of a rail vehicle, comprising two head pieces that can be supported on wheels, as well as a central beam, the longitudinal axis of which forms the longitudinal axis of the rail vehicle, each head piece and the central beam being releasably connected to one another via a connecting flange, which saves costs Design and construction of rail vehicles as well as a less capital-intensive operation of rail vehicles, in particular by rail freight wagons.

Dies wird erfindungsgemäß dadurch erreicht, dass mindestens ein Kopfstück mittels eines Schwenklagers um eine zur Längsachse des Schienenfahrzeuges rechtwinklige horizontale Schwenkachse drehbar gelagert ist, wobei die Schwenkachse des Schwenklagers in einer durch einen der beiden Anschlussflansche aufgespannten Ebene liegt. Hierdurch wird nicht nur die Übertragbarkeit von Zugkräften zwischen Kopfstück und Mittelträger verbessert, sondern auch die relative Positionierbarkeit von Kopfstück und Mittelträger zueinander verbessert. Über das im Wesentlichen quer zur Haupt-Zuglast-Richtung angeordnete Schwenklager lassen sich bei ähnlicher Dimensionierung größere Kräfte in Schienenfahrzeug-Längsrichtung übertragen als über herkömmliche, ausschließlich in ihrer Längsrichtung belastete Schraubverbindungen zwischen Kopfstück und Mittelträger. Zudem können nach dem Herstellen des Schwenklagers und während des Zusammenfügens von Kopfstück und Mittelträger in die vom Schwenklager weiter entfernt liegenden Bereiche zwischen den beiden Anschlussflanschen zusätzliche Futterelemente eingelegt werden, durch deren Dicke die Winkelstellung des Kopfstücks in Bezug auf den Mittelträger in allen Raumrichtungen einstellbar ist. Auf diese Weise ist beispielsweise eine exakte Pufferstellung in Bezug auf den Mittelträger mit vergleichsweise einfachen Mitteln erzielbar.This is achieved according to the invention in that at least one head piece is rotatably mounted by means of a swivel bearing about a horizontal swivel axis at right angles to the longitudinal axis of the rail vehicle, the swivel axis of the swivel bearing lying in a plane spanned by one of the two connecting flanges. This not only improves the transferability of tensile forces between the head piece and the central support, but also improves the relative positioning of the head piece and central support to one another. With a similar dimensioning, greater forces can be transmitted in the longitudinal direction of the rail vehicle via the pivot bearing, which is arranged essentially transversely to the main tensile load direction, than via conventional screw connections between the head piece and the central support, which are only loaded in their longitudinal direction. In addition, after the manufacture of the pivot bearing and during the assembly of the head piece and central support, additional chuck elements can be inserted into the areas further away from the pivot bearing between the two connection flanges, the thickness of which allows the angular position of the head piece in relation to the central support to be adjusted in all spatial directions. In this way, for example, an exact buffer position in relation to the central support can be achieved with comparatively simple means.

Es ist auch sehr vorteilhaft, dass die Kopfstücke auf diese Weise mit wenig Aufwand vom Mittelträger trennbar sind, ohne dass dies zu Beschädigungen an diesen Bauteilen führen würde. Dies ist sehr sinnvoll, da insbesondere die Mittelträger durch die während des Betriebs des Schienenfahrzeuges fortwährende Beaufschlagung mit wechselnden dynamischen und statischen Längs- sowie Querkräften einer starken mechanischen Belastung ausgesetzt sind und dadurch schneller verschleißen als die Kopfstücke. Die Erfindung ermöglich einen vergleichsweise einfachen Austausch des verschlissenen Mittelträgers eines Untergestells gegen einen neuen Mittelträger. In hierzu analoger Weise kann bei einem erfindungsgemäß ausgeführten Untergestell ein Mittelträger, der hinsichtlich seiner Konstruktion und baulichen Gestaltung - beispielsweise hinsichtlich seiner Länge oder der Anschlüsse zur Aufnahme von Wechselbehältern oder sonstigen festen Wagenaufbauten - nicht mehr den aktuellen Anforderungen entspricht, gegen einen anders konzipierten längeren oder kürzeren Mittelträger ausgetauscht werden. Die Kopfstücke und Mittelträger können unabhängig voneinander vorproduziert und beim Hersteller des Schienenfahrzeuges oder an einem sonstigen Instandhaltungs-Stützpunkt auf Vorrat gehalten und bedarfsweise gegen die Kopfstücke bzw. Mittelträger vorhandener Schienenfahrzeuge mit erfindungsgemäßem Untergestell getauscht werden. Auf diese Weise kann auch für die Untergestelle von Schienenfahrzeugen ein modulares Baukastensystem geschaffen werden, welches eine einfache und kostengünstige Realisierung von Untergestellen für Container oder Aufbauten verschiedenster Arten und Größen ermöglicht. Die Kopfstücke und Mittelträger des Untergestells sind standardisierbar und in großen Losgrößen vorfertigbar, wobei die Fertigung in zeitlicher Hinsicht von konkreten Kundenaufträgen entkoppelt realisiert werden kann.It is also very advantageous that the head pieces can be separated from the central support in this way with little effort, without this resulting in damage to these components. This is very useful, since the central girders, in particular, are exposed to strong mechanical stress due to the continuous loading of dynamic and static longitudinal and transverse forces during operation of the rail vehicle and therefore wear out more quickly than the head pieces. The invention enables a comparatively simple replacement of the worn central support of an underframe with a new central support. In an analogous manner to this, in an underframe designed according to the invention, a central beam, which in terms of its construction and structural design - for example in terms of its length or the connections for accommodating swap bodies or other fixed car bodies - no longer corresponds to the current requirements, can be replaced by a longer or otherwise designed shorter center beams can be exchanged. The head pieces and center beams can be pre-produced independently of one another and kept in stock by the manufacturer of the rail vehicle or at another maintenance base and, if necessary, exchanged for the head pieces or center beams of existing rail vehicles with an underframe according to the invention. In this way, a modular system can also be created for the underframes of rail vehicles, which enables a simple and inexpensive implementation of underframes for containers or superstructures of the most varied of types and sizes. The head pieces and central beams of the underframe can be standardized and prefabricated in large batches, whereby the production can be carried out independently of specific customer orders in terms of time.

Die Kopfstücke eines erfindungsgemäßen Untergestells sind über Einzelachs- oder Drehgestell-Laufwerke auf den Schienen abgestützt. Ferner sind sämtliche Bremskomponenten sowie die Kupplungen bzw die Zug- und Stoßeinheiten in die Kopfstücke integriert. Auf diese Weise werden die Mittelträger weitestgehend frei von technischen Komponenten und Sondereinbauten gehalten und weisen nur Steuerleitungen und / oder Durchgangsleitungen für Medien wie beispielsweise Druckluft oder elektrische Energie auf, welche für sich genommen jeweils auf äußerst einfache Weise an die Länge des Mittelträger anpassbar sind und damit keine großen Aufwände erfordern. Dies vereinfacht die Konstruktion und Fertigung eines erfindungsgemäßen Untergestells deutlich. In besonders bevorzugter Weise ist ein Mittelträger aus zwei zueinander parallelen Längsträgern und einer in Abhängigkeit von der Länge des Mittelträgers skalierbaren Anzahl von Querträgern ausgeführt, an deren außenliegenden distalen Enden jeweils ein Verriegelungszapfen zur Aufnahme von containerisierten Aufbauten angeordnet ist. Die Verriegelungszapfen bilden dabei eine im Wesentlichen horizontale Ladeebene des Untergestells aus.The head pieces of a sub-frame according to the invention are supported on the rails via single-axle or bogie drives. Furthermore, all brake components as well as the clutches or the pull and push units are integrated into the head pieces. In this way, the central girders are kept largely free of technical components and special fixtures and only have control lines and / or through lines for media such as compressed air or electrical energy, which can be adapted extremely easily to the length of the central girder do not require much effort. This significantly simplifies the design and manufacture of a sub-frame according to the invention. In a particularly preferred manner, a central girder is made up of two parallel longitudinal girders and a number of transverse girders that can be scaled depending on the length of the central girder, at the outer distal ends of which there is a locking pin for receiving containerized structures. The locking pins form an essentially horizontal loading plane of the subframe.

Hierbei sind in einer bevorzugten Ausführungsform die Drehzapfen des Schwenklagers an einem Untergurt des Kopfstücks sowie die Lagerbuchsen des Schwenklagers an einem Untergurt des Mittelträgers ausgebildet. Das Schwenklager ist dabei im unteren, d.h. von der Ladeebene des Untergestells entfernten und dem Gleis am nächsten liegenden, Bereich des Untergurtes angeordnet. Eine solche Ausgestaltung des Schwenklagers verbessert die Kraftübertragung zwischen Kopfstück und Mittelträger des Untergestells, da die Schwenklager am Ort der maximalen Zugkräfte angeordnet sind.
Die Lasteinleitung durch die auf die Ladeebene des Untergestells aufgesetzten Aufbauten bzw. Container bewirkt ein Vorherrschen von Zugkräften in den Untergurten der Längsträger von Kopfstück und Mittelträger. Diese werden bei Bewegung des Schienenfahrzeuges in einem Zugverband zusätzlich noch durch die über die Kupplungen bzw. Zugvorrichtungen in das Kopfstück eingeleiteten dynamischen Zugkräfte überlagert.Here, in a preferred embodiment, the pivot pins of the pivot bearing are formed on a lower chord of the head piece and the bearing bushes of the swivel bearing are formed on a lower chord of the central support. The swivel bearing is arranged in the lower region of the lower chord, that is to say one which is remote from the loading level of the underframe and is closest to the track. Such a design of the pivot bearing improves the power transmission between the head piece and the central support of the subframe, since the pivot bearings are arranged at the location of the maximum tensile forces.
The introduction of the load through the superstructures or containers placed on the loading level of the underframe causes tensile forces to predominate in the lower chords of the longitudinal beams of the head piece and central beam. When the rail vehicle moves in a train, these are additionally superimposed by the dynamic tensile forces introduced into the head piece via the couplings or pulling devices.

Die Erfindung sieht ferner vor, dass das Kopfstück mittels einer Schraubbolzen-Verbindung gegen den Mittelträger fixierbar ist. Diese Schraubbolzen-Verbindung ist an dem vom Schwenklager entfernten oberen, d.h. der Ladeebene des Untergestells am nächsten liegenden, Bereich des Untergurtes angeordnet. Die Schraubbolzen-Verbindung ist in einer Zone mit - im Vergleich zum unteren bzw. tiefer zum Gleis hin liegenden Teil der Untergurte - geringeren zu übertragenden Zugkräften angeordnet, was vorteilhaft für die Dimensionierung des Schraubbolzen ist, und sichert die Schwenklager-Verbindung im unteren Bereich der Untergurte.The invention also provides that the head piece can be fixed against the central support by means of a screw bolt connection. This screw-bolt connection is arranged on the upper region of the lower chord that is remote from the pivot bearing, ie that is closest to the loading plane of the underframe. The screw bolt connection is arranged in a zone with - compared to the lower or lower part of the lower chords lying towards the track - lower tensile forces to be transmitted, which is advantageous for the dimensioning of the screw bolt, and secures the pivot bearing connection in the lower area of the Lower chords.

Dieses Konzept ermöglicht das Einlegen von Futterstücken zwischen den Anschlussflanschen von Kopfstück und Mittelträger, mit denen fertigungsbedingte Maßabweichungen von Kopfstücken und Mittelträger ausgeglichen und ein exakt horizontaler Anschluss des Kopfstückes am Mittelträger realisiert werden kann.This concept enables the insertion of lining pieces between the connection flanges of the head piece and the central beam, with which manufacturing-related dimensional deviations of the head pieces and the central beam can be compensated and an exactly horizontal connection of the head piece to the central beam can be realized.

Die Kopfstücke und Mittelträger eines erfindungsgemäßen Untergestells sind unabhängig voneinander in großen Stückzahlen vorfertigbar, wobei für den Mittelträger verschiedene Ausführungen mit einer unterschiedlichen Anzahl von Querträgern bzw. mit unterschiedlicher Baulänge fertigbar sind. Erst beim Vorliegen eines konkreten Kundenauftrages werden je zwei Kopfstücke mit einem, in seiner konkreten Ausprägung durch den Kundenauftrag spezifizierten Mittelträger zusammengefügt, wobei zunächst die Schwenklager-Verbindung zwischen Kopfstück und Mittelträger hergestellt wird. Im zweiten Schritt wird die Schraubbolzen-Verbindung hergestellt, wobei Futterstücke zum Ausgleich von Fertigungstoleranzen zwischen die Anschlussflansche von Kopfstücken und Mittelträger eingelegt werden können. Das Lösen der Verbindung zwischen Kopfstück und Mittelträger erfolgt in umgekehrter Reihenfolge, wobei ein Trennschnitt lediglich im Bereich der Anschlussflansche des Schwenklagers mit den Untergurten von Kopfstück und Mittelträger erforderlich ist. Diese Trennschnitte können in einfacher Weise durchgeführt werden, ohne dass es hierdurch beim Kopfstück oder beim Mittelträger zu einer übermäßigen thermischen Beeinflussung und damit zu Verzug oder ähnlichen Beschädigungen kommt. Somit können bei Schienenfahrzeugen mit erfindungsgemäßem Unterbau die Mittelstücke auf schnelle und einfache Weise getauscht und beispielsweise durch längere, kürzere oder sonstwie abweichend konzipierte neue Mittelträger ersetzt werden. Hierduch wird nicht nur die Herstellung der Schienenfahrzeuge verbilligt, sondern auch eine wichtige Voraussetzung für eine höhere Flexibilität und bessere Kostenstruktur bei deren späteren Betrieb geschaffen.The head pieces and central girders of a sub-frame according to the invention can be prefabricated independently of one another in large numbers, with different designs with a different number of transverse girders or with different overall lengths being producible for the central girder. Only when there is a specific customer order are two head pieces each joined together with a central beam specified in its concrete form by the customer order, the pivot bearing connection between the head piece and the central beam being established first. In the second step, the screw bolt connection is established, with lining pieces to compensate for manufacturing tolerances between the connection flanges of the head pieces and the central support. The connection between the head piece and the central beam is released in the reverse order, with a separating cut only being required in the area of the connecting flanges of the pivot bearing with the lower chords of the head piece and central beam. These separating cuts can be carried out in a simple manner without causing excessive thermal influence on the head piece or the central support and thus distortion or similar damage. Thus, in rail vehicles with a substructure according to the invention, the middle pieces can be exchanged quickly and easily and replaced, for example, with longer, shorter or otherwise differently designed new middle beams. This not only makes the production of rail vehicles cheaper, but also creates an important prerequisite for greater flexibility and a better cost structure for their later operation.

Die vorliegende Erfindung wird nachfolgend anhand eines Ausführungsbeispieles und dazugehöriger Zeichnungen näher erläutert. Es zeigen:

  • Figur 1: seitliche Ansicht eines Container-Tragwagens für den Schienengüterverkehr mit einem erfindungsgemäßen Untergestell
  • Figur 2: perspektivische Ansicht des Verbindungsbereiches zwischen einem Kopfstück und dem Mittelträger
The present invention is explained in more detail below on the basis of an exemplary embodiment and the associated drawings. Show it:
  • Figure 1 : side view of a container wagon for rail freight transport with a sub-frame according to the invention
  • Figure 2 : perspective view of the connection area between a head piece and the central support

Der Container-Tragwagen umfasst ein aus zwei Kopfstücken (1) und einem Mittelträger (2) aufgebautes Untergestell. Das Mittelstück (2) weist an seinen beiden in Längsrichtung distalen stirnseitigen Enden jeweils einen Anschluss-Flansch (3.2) auf, über den es beidseitig mit jeweils einem der beiden Kopfstücke (1) verbunden ist. Hierzu weist auch jedes Kopfstück (1) einen mit dem Anschluss-Flansch (3.2) des Mittelträgers (2) hinsichtlich Außenkontur und Abmessungen korrespondierenden Anschluss-Flansch (3.1) auf. Jedes Kopfstück (1) ist auf jeweils einem Drehgestell-Laufwerk abgestützt und weist an seinem vom Anschluss-Flansch (3.1) entfernt liegenden äußeren Ende die zum Einkuppeln des Tragwagens in einen Zugverband erforderlichen Zug- und Stoßvorrichtungen auf. Ferner ist in jedem Kopfstück (1) die bremstechnische Ausrüstung für das jeweilige Drehgestell-Laufwerk untergebracht. Im Mittelträger (2) ist hingegen nur eine Durchgangsleitung zur Druckluft-Versorgung der bremstechnischen Ausrüstung untergebracht (sog. "Hauptluftleitung"). Sowohl die Kopfstücke (1) als auch der Mittelträger (2) sind im Wesentlichen aus zwei zueinander parallel in WagenLängsrichtung (A) verlaufenden Langträgern (9) sowie einer Mehrzahl von Querträgern (10) aufgebaut, an deren äußeren, distalen Enden jeweils Container-Verriegelungszapfen (11) angeordnet sind. Auf diese Verriegelungszapfen (11) sind Container und andere Aufbauten auf das erfindungsgemäße Untergestell aufsetzbar.The container wagon comprises an underframe made up of two head pieces (1) and a central support (2). The middle piece (2) has a connecting flange (3.2) at both of its front ends, which are distal in the longitudinal direction, via which it is connected to each other on both sides one of the two head pieces (1) is connected. For this purpose, each head piece (1) also has a connection flange (3.1) that corresponds to the connection flange (3.2) of the central support (2) in terms of outer contour and dimensions. Each head piece (1) is supported on a bogie running gear and has, at its outer end remote from the connection flange (3.1), the pulling and pushing devices required to couple the carrier into a train. Furthermore, the braking equipment for the respective bogie drive is housed in each head piece (1). In the middle support (2), however, there is only one through line for supplying compressed air to the braking equipment (so-called "main air line"). Both the head pieces (1) and the central beam (2) are essentially made up of two longitudinal beams (9) running parallel to one another in the longitudinal direction (A) of the trolley and a plurality of transverse beams (10) with container locking pins at their outer, distal ends (11) are arranged. Containers and other structures can be placed on the sub-frame according to the invention on these locking pins (11).

Beide Kopfstücke (1) und der Mittelträger (2) sind mittels je eines Schwenklagers (4) miteinander verbunden, dessen Schwenkachse (B) horizontal und rechtwinklig zur Längsachse (A) des Container-Tragwagens ausgerichtet ist, wobei die Schwenkachse (B) in der durch den Anschlussflansch des Kopfstücks (3.1) aufgespannten Ebene liegt. Jedes Schwenklager (4) ist gebildet aus einem Paar von Drehzapfen (6), welche an den jeweils außen liegenden Seitenflächen der Untergurte beider Langträger des Kopfstücks (1) angeflanscht sind und in jeweils eine hierzu korrespondierende Lagerbuchse (7) eingreifen, welche wiederum an den Untergurten der Langträger (9) des Mittelträgers (2) angeflanscht sind. Zusätzlich ist das Kopfstück (1) mittels einer Schraubbolzen-Verbindung (8) gegen den Mittelträger (2) fixiert. Mittels Futterstücken (5) zwischen den beiden Anschlussflanschen (3.1, 3.2) ist eine exakte horizontale Ausrichtung zwischen Kopfstück (1) und Mittelträger (2) realisiert.Both head pieces (1) and the central support (2) are each connected to one another by means of a pivot bearing (4), the pivot axis (B) of which is aligned horizontally and at right angles to the longitudinal axis (A) of the container wagon, the pivot axis (B) in the through the connecting flange of the head piece (3.1) lies plane. Each pivot bearing (4) is formed from a pair of pivot pins (6) which are flanged to the respective outer side surfaces of the lower chords of both longitudinal beams of the head piece (1) and each engage in a corresponding bearing bush (7), which in turn engages the Lower chords of the solebar (9) of the central girder (2) are flanged. In addition, the head piece (1) is fixed against the central support (2) by means of a screw bolt connection (8). By means of lining pieces (5) between the two connection flanges (3.1, 3.2), an exact horizontal alignment between the head piece (1) and the central support (2) is achieved.

BezugszeichenlisteList of reference symbols

(1)(1)
KopfstückHeadjoint
(2)(2)
MittelträgerMiddle beam
(3.1)(3.1)
Anschlussflansch des KopfstücksConnection flange of the head piece
(3.2)(3.2)
Anschlussflansch des MittelträgersConnecting flange of the central beam
(4)(4)
SchwenklagerSwivel bearing
(5)(5)
FutterelementLining element
(6)(6)
DrehzapfenPivot
(7)(7)
LagerbuchseBearing bush
(8)(8th)
Schraubbolzen-VerbindungBolt connection
(9)(9)
LangträgerLong beams
(10)(10)
QuerträgerCross member
(11)(11)
Container-VerriegelungszapfenContainer locking pin
(A)(A)
Längsachse des SchienenfahrzeugsLongitudinal axis of the rail vehicle
(B)(B)
Schwenkachse des SchwenklagersSwivel axis of the swivel bearing

Claims (3)

  1. An underframe of a rail vehicle, comprising two head sections (1) which can be supported on wheels and a central carrier (2), the longitudinal axis of which forms the longitudinal axis (A) of the rail vehicle, each head section (1) and the central carrier (2) being detachably connected to one another via a respective connecting flange (3.1, 3.2),
    characterised in that
    at least one head section (1) is mounted rotatably by means of a pivot bearing (4) about a horizontal pivot axis (B) which is at right angles to the longitudinal axis (A) of the rail vehicle, wherein the pivot axis (B) of the pivot bearing (4) lies in a plane defined by one of the two connecting flanges (3.1, 3.2).
  2. The underframe of a rail vehicle according to Claim 1, characterised in that the pivot (6) of the pivot bearing (4) is formed on a bottom chord of the head section (1), and the bearing bushings (7) of the pivot bearing (4) are formed on a lower chord of the central carrier (2) .
  3. The underframe of a rail vehicle according to Claim 2, characterised in that the head section (1) can be fixed in position relative to the central carrier (2) by means of a screw bolt connection (8).
EP17742648.3A 2016-07-27 2017-07-12 Underframe for a rail vehicle Active EP3490866B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016113907.6A DE102016113907B3 (en) 2016-07-27 2016-07-27 Undercarriage of a rail vehicle
PCT/EP2017/025206 WO2018019433A1 (en) 2016-07-27 2017-07-12 Underframe for a rail vehicle

Publications (2)

Publication Number Publication Date
EP3490866A1 EP3490866A1 (en) 2019-06-05
EP3490866B1 true EP3490866B1 (en) 2021-03-03

Family

ID=59328152

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17742648.3A Active EP3490866B1 (en) 2016-07-27 2017-07-12 Underframe for a rail vehicle

Country Status (3)

Country Link
EP (1) EP3490866B1 (en)
DE (1) DE102016113907B3 (en)
WO (1) WO2018019433A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3875341B1 (en) * 2018-10-31 2024-06-19 CRRC Shandong Co., Ltd. Freight train chassis and freight train
DE102020119526A1 (en) * 2020-07-23 2022-01-27 Deutsche Bahn Aktiengesellschaft UNDERFRAME OF A RAIL VEHICLE

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE6930111U (en) * 1969-04-16 1972-11-23 Rheinstahl Ag Transporttechnik BASE FOR RAIL VEHICLES.
DE4229481C1 (en) * 1992-09-03 1994-01-05 Inst Schienenfahrzeuge Railway carriage underframe of modular construction - comprises end structures, running gear frames, central section of lengthwise and transverse beams and two outer lengthwise beams all welded together
WO2012177163A1 (en) * 2011-06-22 2012-12-27 Basilashvili Nikolay Borisovich Rolling stock underframe
CN102963379A (en) * 2012-12-06 2013-03-13 南车二七车辆有限公司 Underframe for railway container transportation platform wagon

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3490866A1 (en) 2019-06-05
DE102016113907B3 (en) 2017-08-03
WO2018019433A1 (en) 2018-02-01

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