EP3725639B1 - Coupling adapter for a car body of a railway vehicle - Google Patents

Description

The invention relates to a car body of a railway car according to the preamble of the independent patent claim.

Coupling adapters for such car bodies are known from the prior art, which are used to connect the railway car with a towing device. Known coupling adapters have an insert carrier that is inserted into the car body. In this case, high bearing forces occur, which is not a problem for freight cars, which are usually equipped with a relatively thick wall. With such massive car bodies, conventional coupling adapters are sufficient to establish a secure connection between the car body and the coupling adapter.

Conventional car bodies are, among other things, from the DE 693 00 406 T2 , the FR 1 298 268 A , the JP 2016 107936 A , the EP 2 694 349 A2 and the DE 10 2016 206989 A1 known.

Furthermore, in conventional car bodies, so-called weld-on brackets are used to transmit the vertical forces. These weld-on consoles are screwed to the buffer beam of the car body from below and then welded to the side arms of the coupling adapter.

However, the disadvantage of these conventional car bodies is that, on the one hand, additional holes usually have to be drilled into the buffer beam and, on the other hand, additional welding work is required.

In addition, with conventional wagon bodies, a fitting bolt is welded into the wagon-side area of the coupling adapter to fasten the coupling adapter. In this case, the fitting bolt is inserted through the connecting part with a large amount of play and further through the slide-in support with a small amount of play, and is then welded to the connecting part from the outside. A disadvantage of such car bodies, however, is that the necessary welding work increases the assembly effort significantly, since the areas to be welded must first be prepared and then repainted. Furthermore, each weld must be checked carefully. In addition, due to various safety regulations and regulations, it is not possible to carry out welding work everywhere.

Furthermore, with conventional clutch adapters, films or coatings that increase the coefficient of friction are usually applied between different parts of the clutch adapter in order to achieve a frictional connection.

The object of the invention is to overcome the disadvantages of the prior art. In particular, the object of the invention is to create a coupling adapter for a car body with a relatively small wall thickness, in particular for passenger cars. The object of the invention is therefore, inter alia, to create a coupling adapter which can be connected to the car body safely and easily without having to carry out additional drilling or welding work. In other words, a coupling adapter is to be created which can be connected to an unchanged car body. Another object of the invention is, among other things, to dispense with the use of friction-enhancing films or coatings when connecting the various parts of the coupling adapter.

The object according to the invention is achieved in particular by the features of independent patent claim 1 .

The invention relates in particular to a car body of a railway car, in particular a passenger car, comprising a coupling adapter extending in the longitudinal direction of the car body for the variable coupling of the car body to a towing device, and wherein the coupling adapter has a buffer flange, a longitudinally extending slide-in beam and one at an angle to the slide-in beam comprises longitudinally extending support beam, the buffer-side ends have a greater distance from each other than the car-side ends.

It is preferably provided that a connecting part is provided, which connects the car-side ends of the slide-in beam and the support beam to the car body, and that the connecting part is arranged above a wheel set axle, in particular above an axis of rotation of a bogie, of the car body and in the longitudinal direction of the car body at least up to the wheelset axle, in particular at least up to the axis of rotation.

The coupling adapter can be set up to be connected to a car body of a railway car, in particular to a passenger car. In particular, the coupling adapter is designed to be connected to car bodies with a relatively small wall thickness.

If necessary, the slide-in beam and the support beam are designed to be relatively long compared to conventional coupling adapters. Due to the relatively longer effective lever arm, the bearing forces, particularly in the area of the connecting part, can be reduced. For this reason, the coupling adapter according to the invention can also be clamped to car bodies with relatively thin sheet metal thicknesses without overloading the car body.

If necessary, a coupling device is arranged on the coupling adapter, in particular on the buffer flange, which is set up for coupling to a coupling device of another passenger car.

In particular, the insertion beam and the support beam are arranged between the connection part and the buffer flange. If necessary, the slide-in beam is provided above the support beam on the car body.

The distance between the buffer-side end of the drawer beam and the buffer-side end of the support beam can be greater than the distance between the trolley-side end of the drawer beam and the trolley-side end of the support beam. This allows the insertion beam and the support beam to be arranged in a V-shape.

If necessary, the buffer-side end arranged in the area of the buffer flange is opposite the wagon-side end arranged in the area of the connecting part.

The connecting part can connect the car-side ends of the slide-in beam and the support beam to the car body. In particular, the slide-in beam and the support beam are screwed to the connecting part. If necessary, the connecting part is arranged above the axis of rotation of the bogie of the car body. The connecting part can preferably be arranged above the front wheel set axle of the bogie of the car body and can extend in the longitudinal direction of the car body at least as far as the front wheel set axle.

If necessary, the car body includes at least two wheel sets or at least two bogies, which include at least two wheel sets. In the context of the invention, the front wheelset axle can be understood to mean the wheelset axle which, starting from the coupling adapter, is closest to the coupling adapter in the longitudinal direction of the car body.

The connecting part is preferably connected to the car body over a relatively large area, as a result of which a good distribution of the forces is possible. As a result, overloading of the car body can be prevented and/or reduced.

In particular, the connecting part has at least one base plate on which connecting lugs are arranged. If necessary, the connecting part consists of one piece.

Within the scope of the present invention, the buffer flange, the slide-in beam, the support beam and/or the connecting part can be designed in one piece or also comprise several parts.

If necessary, it is provided that the wall thickness of the car body, in particular the wall thickness of the car body to which the connecting part is connected, is less than 8 mm, and in particular is in the range from 5 mm to 7 mm, and is preferably 6 mm.

This wall thickness has in particular a car body of the Deutsche Bahn with the designation Bomz or Bomdz. Provision is preferably made for the coupling adapter to be set up to be connected to such a car body safely and easily, without having to carry out welding work and without having to make any changes to the car body.

In particular, the car body has a wall thickness of less than 8 mm in the area where the connecting part is connected to it.

In the context of the present invention, wall thickness means an average wall thickness. This means that the wall thickness may be above or below the above values in some sections.

If necessary, it is provided that the insert carrier has a length in the range between 1.5 m up to and including 3.0 m, in particular between 2.0 m up to and including 2.5 m, and/or that the support carrier has a length in the range between 1.0 m up to and including 2.2 m, in particular between 1.2 m up to and including 1.7 m.

Conventional slide-in beams have a length of less than 1.5 m and/or conventional support beams have a length of less than 1.0 m, as a result of which high bearing forces are transmitted.

The support forces can be reduced by the comparatively long insertion beam and/or the comparatively long support beam in comparison with conventional coupling adapters, as a result of which the comparatively thin walls of the car body are not overloaded.

If necessary, it is provided that the connecting part is connected to the car body by at least one clamping device, and that the clamping device preferably comprises at least one clamping screw and at least one clamping jaw.

The clamping devices are preferably set up to clamp the connecting part to the car body.

By using clamping devices, the connecting part can be or can be connected to an unchanged car body. In other words, no additional changes need to be made to the car body, particularly through the use of clamping devices, as a result of which additional drilling, welding work or the like can be prevented.

If necessary, it is provided that at least one clamping device is designed in such a way that the head of a clamping screw is countersunk in a base plate of the connecting part, so that the head does not protrude beyond the base plate of the connecting part.

Since there is relatively little space in the area between the car body, in particular the longitudinal beam profiles of the car body, and the bogie can, the clamping device must be designed as small as possible. In this case, the connecting part can be connected to the car body via a clamping device, the clamping screw only requiring the thickness of the bottom plate of the connecting part.

In particular, it can be provided that such a clamping device is provided in the region of the end of the connecting part on the vehicle side. Such a clamping device can be used for the clamping device of the connection part which is furthest away from the buffer flange. If necessary, such a clamping device is arranged in the area of the axis of rotation, preferably in the area of the front wheelset axle, in particular above the bogie.

The heads of the clamping screws are, if necessary, sunk and/or sunk in cutouts of the connecting part, in particular in cutouts of the base plate of the connecting part. As a result, they preferably do not protrude downwards in the direction of the bogie beyond the thickness of the base plate of the connecting part, and the clamping devices can prevent the bogie from being obstructed.

If necessary, it is provided that the car body comprises a buffer beam for connection to the buffer flange, and that the buffer beam has at least one preferably rectangular recess for positively receiving a clamping claw arranged on the buffer flange.

If necessary, it is provided that the clamping claw comprises at least one clamping claw nose, which is set up to engage in the recess in a form-fitting manner.

If necessary, at least one clamping device is provided for clamping the clamping claw nose with the buffer beam on the clamping claw, and that the clamping device is set up to engage in a form-fitting manner on an outer edge of the buffer flange.

Provision is preferably made for the buffer beam to have four preferably rectangular recesses for receiving a clamping claw arranged on the buffer flange in a form-fitting manner. In particular, it can be provided that two recesses are provided on the left of the buffer beam and two recesses are provided on the right of the buffer beam.

These rectangular recesses are preferably already present in the buffer beam. This allows an additional connection between the car body and the coupling adapter without having to change the car body.

Preferably, the clamping claw can be clamped and/or can be clamped to the buffer beam via the clamping claw noses and the clamping device. In other words, the clamping claw nose can positively engage in the recess and the clamping device on an outer edge of the buffer flange.

As a result, the buffer flange can be connected, in particular clamped, to the buffer beam via the clamping claw, as a result of which the vertical forces acting on the coupling adapter can be transmitted from the clamping claw, in particular from the clamping claw nose and the clamping device, to the car body, in particular to the buffer beam of the car body.

The coupling adapter can thus be connected to the car body in addition to the connecting part. As a result, the forces to be transmitted can be distributed, as a result of which overloading of the car body can be further reduced and/or prevented. This connection preferably requires no changes to the car body and/or no welding work.

Provision is preferably made for the buffer flange to be connected or connectable to the car body by the clamping claw and also by screws. By using the clamping claw, the screws can be relieved in such a way that the use of conventional weld-on brackets is no longer necessary.

If necessary, it is provided that the connecting part comprises a closing plate which runs essentially normal to the longitudinal direction of the slide-in carrier, is fastened or can be fastened to the front side of the slide-in carrier and is preferably in one piece with the connecting part.

In contrast to conventional coupling adapters, the coupling adapter according to the invention can be connected to the car body without welding.

In order to be able to transmit the transverse forces that occur, a metal sheet in particular can be raised on the rear side of the connecting part, as a result of which an end plate can be formed. If necessary, this end plate forms a stop for the slide-in support. Furthermore, when the coupling adapter is in the mounted state, the closing plate can be in contact with the end of the insertion carrier on the vehicle side.

Threaded holes can be provided in the trolley-side end of the slide-in support and through-holes can be provided in the end plate. This may make it possible to connect the rack to the end panel.

The transverse forces occurring in this area between the connecting part and the slide-in rack can be reliably transmitted by this screw connection. This connection option enables a secure and simple connection between the individual parts of the coupling adapter and the car body.

In addition, this may make it possible to avoid welding in a fitting bolt, as is the case with conventional coupling adapters.

If necessary, it is provided that a support bar is provided on the buffer flange for form-fit vertical support of a coupling device, and that the support bar and the buffer flange have corresponding recesses for receiving a feather key, so that the support bar and buffer flange can be connected in a form-fit manner.

If necessary, provision is made for a bearing strip to be arranged on the support strip in order to adapt to differently shaped coupling devices.

Provision is preferably made for the support strip to be connected or connectable to the buffer flange by the feather key connection and additionally by screws. By using the feather key connection, the screws can be relieved in such a way that the use of friction-enhancing foils is unnecessary.

During operation, the coupling device, in particular the connection flange of the coupling device, can rest on the support bar and/or on the bearing bar and can thus be supported downwards, in the direction of gravity or the ground.

A feather key can be provided in a corresponding groove in the support device. The exposed side of the feather key can positively engage in the groove of the buffer flange of the coupling adapter. Due to the fact that several grooves and/or bores can be provided on the buffer flange, it can be possible to fix the coupling heights. The support strip is preferably screwed to the buffer flange in addition to the feather key connection.

For fine adjustment of the coupling height, at least one so-called lining plate can be provided between the support device and the bearing strip, the thickness of which can be adjusted accordingly.

Within the scope of the present invention, the lining plates can correspond to conventional shims and/or act like conventional shims.

If necessary, it is provided that the connecting part has several, preferably five, connecting straps arranged to the right and left of its longitudinal axis, wherein the connecting straps, preferably three connecting straps, optionally each comprise two fastening openings and/or that the connecting part is essentially plate-shaped.

The connecting part preferably comprises three plate-shaped parts, in particular two base plates, an end plate and a connection plate which are connected to one another.

A first part of the connecting part can each comprise three connecting straps, each with two fastening openings. In each case three of these connecting lugs can be arranged on the right and left in relation to the slide-in carrier attached to the connecting part

A second part of the connecting part can comprise two connecting lugs which are arranged on the right and left in relation to the slide-in carrier attached to the connecting part and which have no openings or holes. Furthermore, the closing plate can be provided on the second element. Bridge plates can be welded to these two connecting brackets without drilling.

If necessary, it is provided that the fastening opening is designed to accommodate the clamping device, in particular the clamping screw.

Further features according to the invention can be found in the claims, the description of the exemplary embodiments and the figures.

• Die Figuren 1a und 1b zeigen schematische grafische Darstellungen einer Ausführungsform des erfindungsgemäßen Kupplungsadapters,
• Die Figur 2 zeigt eine schematische grafische Darstellung einer Ausführungsform des Verbindungsteils des erfindungsgemäßen Kupplungsadapters,
• Die Figuren 3a, 3b und 3c zeigen schematische grafische Darstellungen einer Ausführungsform der Spannklaue des erfindungsgemäßen Kupplungsadapters,
• Die Figuren 4a und 4b zeigen schematische grafische Darstellungen einer Ausführungsform der Stützleiste und der Auflagerleiste des erfindungsgemäßen Kupplungsadapters, und
• Die Figuren 5a und 5b zeigen schematische grafische Darstellungen einer Ausführungsform der Klemmvorrichtung des erfindungsgemäßen Kupplungsadapters.

The invention will now be explained further using the example of exemplary, non-exclusive and/or non-limiting embodiments.

• The Figures 1a and 1b show schematic graphical representations of an embodiment of the coupling adapter according to the invention,
• The figure 2 shows a schematic graphic representation of an embodiment of the connecting part of the coupling adapter according to the invention,
• The Figures 3a, 3b and 3c show schematic graphic representations of an embodiment of the clamping claw of the coupling adapter according to the invention,
• The Figures 4a and 4b show schematic diagrams of an embodiment of the support bar and the bearing bar of the coupling adapter according to the invention, and
• The Figures 5a and 5b show schematic graphic representations of an embodiment of the clamping device of the coupling adapter according to the invention.

The Figures 1a and 1b show an embodiment of the coupling adapter 2 according to the invention in three-dimensional schematic representations.

The coupling adapter 2 comprises a buffer flange 3, an insert bracket 4, a support bracket 5 and a substantially plate-shaped connecting part 6. The insert bracket 4 and the support bracket 5 are arranged between the buffer flange 3 and the connecting part 6 according to this embodiment.

The carriage body 1 has a wall thickness of less than 8 mm, particularly in the area in which the carriage body 1 is connected to the connecting part 6 . The slide-in beam 4 has a length of 2.1 m according to this embodiment and the support beam 5 has a length of 1.3 m according to this embodiment.

According to this embodiment, the connecting part 6 has connecting lugs 24 protruding to the right and left, which in some cases have two fastening openings 28 each. The connecting part 6 of this embodiment corresponds in particular to that in FIG figure 2 shown connecting part 6.

Furthermore, the carriage-side end 4" of the insertion support 4 and the carriage-side end 5" of the support beam 5 are screwed to the connecting part 6. Provision is preferably made for the slide-in beam 4 and the support beam 5 to be connected to the car body 1 exclusively via the connecting part 6 in this area.

The connecting part 6 also includes an end plate 19 and a connection plate 32. According to this embodiment, the end plate 19 and the connection plate 32 are formed by raised metal sheets and are in particular at right angles to the plane in which the connecting straps are arranged. The end plate 19 can be screwed to the slide-in carrier 4, as a result of which the transverse forces occurring between the connecting part 6 and the slide-in carrier 4 are safe can be transferred. The connection plate 32 can be screwed to the support beam 5 .

According to this embodiment, the connecting part 6, the end plate 19 and the connecting plate 32 are designed in one piece. This means that the individual parts of the connecting part 6 are connected and/or combined with one another in an essentially inseparable manner, such as for example welded, glued or the like, before they are connected to the car body 1 .

The buffer-side end 4 ′ of the insert carrier 4 and the buffer-side end 5 ′ of the support carrier 5 are screwed to the buffer flange 3 according to this embodiment.

According to this embodiment, the distance between the buffer-side ends 4', 5' is greater than the distance between the carriage-side ends 4", 5", whereby the drawer beam 4 and the support beam 5 form a V-shaped arrangement.

According to this embodiment it is provided that the slide-in carrier 4 comprises two slide-in carrier parts. These two slide-in carrier parts are connected to one another and additionally to the car body 1 in the area between the connecting part 6 and the buffer flange 3 . To this end, the drawer support 4 of this embodiment comprises a flange, the drawer support 4 having a circular cross-section on one side of the flange and a substantially rectangular cross-section on the other side of the flange. This flange can be attached where the towing device, i.e. the conventional screw coupling, is normally attached to the car body.

The coupling adapter 2 extends in the longitudinal direction 13 of the car body 1. In particular, the coupling adapter 2 extends from the front or from the rear of the car body 1 to a bogie 8.

The connecting part 6 is connected to the car body 1 above the bogie 8 . According to this embodiment, the connecting part 6 is about Clamping devices 9 clamped to the car body 1. By connecting the connecting part 6 to the car body 1 by means of clamping devices 9, no changes need to be made to this. The clamping devices 9 of this embodiment correspond in particular to those in FIGS Figures 5a and 5b shown clamping devices 9.

According to this embodiment, a coupling device 22 is provided on the buffer flange 3 . The coupling device 22 is set up for coupling to a coupling device 22 of another wagon.

According to this embodiment, the coupling device 22 rests on a bearing strip 21 which is connected to a support strip 20 . The support strip 20 is fastened to the buffer flange 3 with screws and also with a feather key connection. The support strip 20 and the bearing strip 21 of this embodiment correspond in particular to that shown in FIGS Figures 4a and 4b illustrated support strip 20 and bearing strip 21.

According to this embodiment, the coupling adapter 2 has two clamping claws 16 which each comprise two clamping claw noses 17 and a clamping device 18 . The clamping claw lugs 17 are designed to positively engage in the rectangular recesses 15 of the buffer beam 14 of the car body 1 . The clamping devices 18 are set up to engage in a form-fitting manner on an outer edge of the buffer beam 14 . The clamping claws 16 correspond to this embodiment, in particular those in FIGS Figures 3a, 3b and 3c shown clamping claws 16. Furthermore, according to this embodiment, the buffer flange 3 is additionally connected to the car body 1 via screws.

According to this embodiment, the coupling adapter 2 is thus connected to the car body 1 via the connecting part 6 , the slide-in carrier 4 , the buffer flange and the clamping claws 16 . This enables a simple and secure connection to be made possible without changes having to be made to the car body 1 . Furthermore, welding work and the use of friction foils can be avoided.

This configuration can be provided in all embodiments.

The figure 2 shows an embodiment of the connecting part 6 of the coupling adapter 2 according to the invention in a three-dimensional schematic representation. The characteristics according to 2 can preferably have the characteristics according to the Figures 1a and/or correspond to 1b.

According to this embodiment, the connecting part 6 comprises several essentially inseparably connected plate-shaped parts, in particular two base plates 12, a closing plate 19 and a connecting plate 32. In other words, the connecting part 6 according to this embodiment can be designed as a welded box with connecting straps 24.

The first part of the connecting part 6 has three connecting straps 24 each, which each include two fastening openings 28 . In each case three of these connecting lugs 24 are arranged on the right and left with respect to the insertion carrier 4 fastened to the connecting part 6 and/or to the support carrier 5 fastened to the connecting part 6 . Furthermore, the connection plate 32 is provided on the first part.

The second part of the connecting part 6 comprises two connecting straps 24, which are arranged on the right and left in relation to the insertion carrier 4 fastened to the connecting part 6 and/or in relation to the support carrier 5 fastened to the connecting part 6, and which have no openings or holes. Furthermore, the end plate 19 is provided on the second part. Bridge plates 25 are welded to each of the two connection brackets 24 without holes.

This configuration can be provided in all embodiments.

The Figures 3a, 3b and 3c show an embodiment of the clamping claw 16 of the coupling adapter 2 according to the invention in a three-dimensional schematic representation and two sectional views. The characteristics according to Figures 3a, 3b and 3c can preferably have the characteristics according to the Figures 1a , 1b and/or 2 correspond.

According to this embodiment, the coupling adapter 2 has a new type of system for the positive absorption of the forces, in particular the vertical forces, in the area of the connection to the buffer beam 14 .

While in conventional coupling adapters for freight wagons the forces were transmitted by the frictional forces generated by the buffer screws, this is not sufficient in the case of coupling adapters for passenger trains and/or passenger wagons.

According to the prior art, welding brackets were used for additional power transmission between the buffer flange 3 and the car body 1, which were screwed to the buffer beam 14 from below and welded to the lateral arms of the front part of the coupling adapter.

This can be avoided with the coupling adapter 2 according to this embodiment, since it uses the, in particular rectangular, recesses 15 in the buffer beam 14 of the car body 1 to transmit the forces. This means that the coupling adapter 2 can be attached to the unchanged car body 1 easily, securely and without welding.

The recesses 15 in the buffer beam 14 can be arranged between the bores or slots, which are in particular arranged vertically one above the other and are provided for fastening the buffer flange 3 .

The buffer flange 3 is designed to be relatively thicker for attachment to the buffer beam 14 according to this embodiment and is milled out in the middle on the back in order to enable the parts of the clamping claws 16 to be accommodated.

The clamping claws 16 are arranged respectively on the right and left with respect to the insertion beam 4 and/or with respect to the support beam 5 and comprise two each Clamping claw noses 17. The clamping claw noses 17 engage in the rectangular recesses 15 of the buffer beam 14 in a form-fitting manner.

Furthermore, a clamping device 18 resting against the outer edge of the buffer beam 14 is arranged on each side. This clamping device 18 can be clamped and/or clamped via at least one clamping screw 29 screwed into the threaded bore of the clamping claw 16 or the buffer flange 3 . This means that the respective clamping device 18 engages in the respective outer edge of the buffer beam 14 in a form-fitting manner. Furthermore, at least one lining plate 26 can be provided, which can be adapted to the respective situation during assembly to compensate for the distance between the outer edge of the buffer flange 3 and the buffer beam 14 .

By tightening the clamping screw 29 , the clamping claw noses 17 can be pressed against the undersides of the rectangular recesses 15 and the clamping device 18 can be pressed against the outer edge of the buffer beam 14 .

The vertical forces acting on the coupling adapter 2 can thereby be transferred to the clamping claw 16 and thus to the car body 1 . In other words, the vertical forces acting downwards can be transmitted through the clamping claw noses 17 and the vertical forces acting upwards from the clamping device 18 to the car body 1.

This configuration can be provided in all embodiments.

The Figures 4a and 4b show an embodiment of the support strip 20 and the bearing strip 21 of the coupling adapter 2 according to the invention in three-dimensional schematic representations. Figure 4b shows a schematic three-dimensional representation of a section through the in the Figure 4a shown coupling adapter. The characteristics according to Figures 4a and 4b can preferably have the characteristics according to the Figures 1a , 1b , 2, 3a, 3b and/or 3c.

According to this embodiment, a support bar 20 and a bearing bar 21 arranged thereon are provided on the buffer flange 3 for form-fitting vertical support of a coupling device 22 .

The support strip 20 and the buffer flange 3 are connected via a feather key connection and via support screws 30. In particular, it is provided that the support bar 20 and the buffer flange 3 have a corresponding recess 15 for receiving a feather key 23, so that the support bar 20 and the buffer flange 3 are positively connected or connectable.

The support strip 21 can be provided on the support strip 20 for adaptation to differently shaped coupling devices 22 . According to this embodiment, the bearing strip 21 is screwed to the support strip 20 by means of bearing strip screws 31 .

For fine adjustment of the coupling height, at least one so-called lining plate 26 is provided between the support device and the support bar 21, as a result of which the distance between the support bar 20 and the support bar 21 can be adjusted.

By using the feather key connection, the support screws 30 can be relieved in such a way that the use of friction-enhancing foils is unnecessary.

This configuration can be provided in all embodiments.

The Figures 5a and 5b show an embodiment of the clamping devices 9 of the coupling adapter 2 according to the invention in schematic representations. Figures 5a and 5b show the clamping device 9, which is arranged on the opening-free connecting straps 24. The characteristics according to Figures 5a and 5b can preferably have the characteristics according to the Figures 1a , 1b , 2, 3a, 3b, 3c , 4a and/or correspond to 4b.

According to this embodiment, the clamping devices 9 comprise clamping screws 10 and clamping jaws 11. Furthermore, the clamping devices 9 are designed to connect or clamp the connecting part 6 to the car body 1.

Since the connecting part 6 of the coupling adapter 2 is located above the bogie 8 of the car body 1 when installed and there is relatively little space in this area, a clamping device can be used for the clamping point, for example the clamping point furthest from the front of the coupling adapter 2 9 according to Figure 5a /b can be used, which requires relatively little space.

The heads of the clamping screws 10 of this clamping device 9 are housed countersunk in cutouts in the connecting part 6, in particular in the base plate 12 of the connecting part 6, and do not protrude downwards, in particular in the direction of the bogie 8, beyond the connecting part 6.

In order to achieve this, the said cutouts in the connecting part 6, in particular in the base plate 12 of the connecting part 6, are bridged with so-called bridge plates 25. These bridge plates 25 are additionally milled out to a depth of preferably 10 mm in the area above the cutouts.

The connecting part 6 is attached from below to the car body 1, in particular to the two car side member profiles, to the L-shaped metal sheets and/or to the transverse or diagonal struts consisting of I-profiles of the substructure of the car body, in particular the so-called car understructure , clamped. In order to compensate for the gaps that arise due to the fact that the lower profile limbs of these supports and/or these struts are not perfectly horizontal in reality, lining plates 26 are fitted into these gaps.

According to this embodiment, these lining plates 26 reach under the bridge plates 25 and are each equipped with two bores for the clamping screws 10 in this area. The remaining respective gap between the Lining sheet and the corresponding bridge sheet 25 is filled with shorter so-called difference lining sheets 26, which also have the holes.

The remainder of the differential lining stack is installed on top of the bridge plate 25 between this and the clamping jaw 11 . The fact that the differential sheet metal stack as a whole always has the same overall thickness means that, regardless of the thickness of the sheet metal lining between the connecting part 6, in particular between the base plate 12 of the connecting part 6, and the car body 1, in particular the longitudinal beam profiles of the car body 1 , also exhibits that the clamping jaws 11 are always in the correct position.

In other words, this makes it possible for the clamping jaws 11 to rest against the car body 1 , in particular on the upper side of the horizontal side member leg, and the connecting part 6 , as a result of which the clamping jaws 11 can be pressed onto the car body 1 .

This configuration can be provided in all embodiments.

With this exemplary configuration, the effects of the present invention can be obtained.

The invention is not limited to the car body 1 shown, but includes any car body 1 according to the following patent claims.

Furthermore, the design solutions described may be applicable to any car body and/or any car type.

Reference List

1

car body

2

coupling adapter

3

buffer flange

4

slide-in carrier

4'

buffer-side end (of the slide-in carrier)

4"

wagon-side end (of the rack)

5

support beam

5'

buffer end (of support beam)

5"

wagon end (of support beam)

6

connection part

7

axis of rotation

8th

bogie

9

clamping devices

10

clamping screw

11

jaw

12

bottom plate

13

longitudinal direction (of the car body)

14

buffer beam

15

recess

16

clamping claw

17

clamping claw nose

18

clamping device

19

end plate

20

support bar

21

support rail

22

coupling device

23

Adjusting spring

24

connection tab

25

bridge plate

26

lining plate

27

cutout

28

mounting hole

29

clamping screw

30

support screw

31

Support slat screw

32

connection plate

Claims (13)

1. A carriage body (1) of a railway carriage, in particular of a passenger carriage, comprising a coupling adapter (2) extending in the longitudinal direction (13) of the carriage body (1) for coupling the carriage body (1) to a towing device, wherein the coupling adapter (2) comprises a buffer flange (3), a longitudinally extending insertion carrier (4) and a longitudinally at an angle to the insertion carrier (4) extending support carrier (5), the buffer-side ends (4', 5') thereof being at a greater distance from one another than the carriage-side ends (4", 5") thereof, characterised

   - in that a connecting part (6) is provided which connects the carriage-side ends (4", 5") of the insertion carrier (4) and the support carrier (5) to the carriage body (1),

   - and in that the connecting part (6) is arranged above a wheelset axle, in particular above a rotary axle (7) of a bogie (8), of the carriage body (1) and extends in the longitudinal direction (13) of the carriage body (1) at least to the wheelset axle, in particular at least to the rotary axle (7).
2. The carriage body (1) according to claim 1, characterised in that the wall thickness of the carriage body (1), in particular the wall thickness of the carriage body (1) to which the connecting part (6) is connected, is less than 8 mm, and in particular ranges from 5 mm to 7 mm, and is preferably 6 mm.
3. The carriage body (1) according to claim 1 or 2, characterised

   - in that the insertion carrier (4) has a length in the range between 1.5 m and 3.0 m inclusive, in particular between 2.0 m and 2.5 m inclusive,

   - and/or in that the support carrier (5) has a length in the range between 1.0 m and 2.2 m inclusive, in particular between 1.2 m and 1.7 m inclusive.
4. The carriage body (1) according to one of the preceding claims, characterised

   - in that the connecting part (6) is connected to the carriage body (1) by at least one clamping device (9),

   - and in that the clamping device (9) preferably comprises at least one clamping screw (10) and at least one clamping jaw (11).
5. The carriage body (1) according to claim 4, characterised in that at least one clamping device (9) is formed in such a way that the head of a clamping screw (10) is countersunk in a base plate (12) of the connecting part (6) so that the head does not project beyond the base plate (12) of the connecting part (6).
6. The carriage body (1) according to one of the preceding claims, characterised

   - in that the carriage body (1) comprises a buffer plank (14) for connection to the buffer flange (3),

   - and in that the buffer plank (14) has a preferably rectangular recess (15) for form-fitting reception of a tension claw (16) arranged on the buffer flange (3).
7. The carriage body (1) according to claim 6, characterised in that the tension claw (16) comprises a tension claw lug (17) which is adapted to form-fittingly engage in the recess (15).
8. The carriage body (1) according to claim 7, characterised

   - in that a tension device (18) is provided on the tension claw (16) for clamping the tension claw lug (17) to the buffer plank (14),

   - and in that the tension device (18) is adapted to form-fittingly engage an outer edge of the buffer flange (3).
9. The carriage body (1) according to one of the preceding claims, characterised in that the connecting part (6) comprises an end plate (19) which extends substantially normal to the longitudinal direction of the insertion carrier (4), is fastened or can be fastened to the front side of the insertion carrier (4) and is preferably integrally formed with the connecting part (6).
10. The carriage body (1) according to one of the preceding claims, characterised

    - in that a support bar (20) is provided on the buffer flange (3) for form-fitting vertical support of a coupling device (22),

    - and in that the support bar (20) and the buffer flange (3) have corresponding recesses (15) for receiving a feather key (23), so that the support bar (20) and buffer flange (3) can be form-fittingly connected.
11. The carriage body (1) according to claim 10, characterised in that a bearing bar (21) is arranged on the support bar (20) for adaptation to differently shaped coupling devices (22).
12. The carriage body (1) according to one of the preceding claims, characterised

    - in that the connecting part (6) has several, preferably five, connecting tabs (24) arranged on the right and left of its longitudinal axis, the connecting tabs (24), preferably three connecting tabs, each optionally comprising two fastening openings (28),

    - and/or in that the connecting part is substantially plate-shaped.
13. The carriage body (1) according to claim 12, characterised in that the fastening opening (28) is configured to receive the clamping device (9), in particular the clamping screw (10).

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