EP4015340A1 - Railway vehicle underframe - Google Patents
Railway vehicle underframe Download PDFInfo
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- EP4015340A1 EP4015340A1 EP21211627.1A EP21211627A EP4015340A1 EP 4015340 A1 EP4015340 A1 EP 4015340A1 EP 21211627 A EP21211627 A EP 21211627A EP 4015340 A1 EP4015340 A1 EP 4015340A1
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- European Patent Office
- Prior art keywords
- segment
- central
- underframe
- support
- central support
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- 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
- B61F1/02—Underframes with a single central sill
Definitions
- the invention relates to an underframe of a rail vehicle, comprising two head pieces that can be supported on wheels and a central support connecting the two head pieces, the longitudinal axis of which forms the longitudinal axis of the underframe, the central support having at least one central support segment, the boundary of which is formed in the manner of a frame an upper chord segment extending in the longitudinal direction of the central girder, a lower chord segment extending in the longitudinal direction of the central girder and two frame web plates connecting the upper and lower chord segments and extending in the longitudinal direction of the central girder, as well as a rail vehicle with such an underframe.
- Rail vehicles with generic underframes are already known from the prior art. As a rule, these are carrier wagons on which containers or other superstructures for transporting payloads that cannot be loaded in containers (e.g. round wood) can be placed.
- the DE 69 30 111 U , DE 44 40 425 A1 , DD 104 053 A1 and the WO 2018/219955 A1 in each case a subframe composed of three prefabricated assemblies, with two identical head pieces each having a central element of different lengths being connectable. In this way, subframes of different lengths should be easy and inexpensive to produce.
- DE 42 29 481 C1 discloses an underframe for rail freight wagons, the basic concept of which provides for a combination of different modules or subassemblies, including, among other things, the combination of two end pieces with a central element made up of transverse and longitudinal beams. Due to the largely autonomous prefabrication of each individual assembly, in particular the head pieces and the running gear frame, in independent devices, the effort for adjustment and alignment work when assembling the various assemblies should be reduced.
- top chord connecting the side outriggers can be a hindrance when placing a load-carrying unit on the underframe. Since the top chord overlaps the center beam, the upper side of the center beam, which is oriented upwards (i.e. facing away from the wheels) cannot be used as a bearing surface for a load-carrying unit with a flat underside. Instead, the load handling unit only rests on the significantly smaller upper side of the upper straps. As an alternative to this, sinking the upper flanges of the cross member into corresponding depressions in the center member would have a negative effect on the flow of forces and load transfer in the center member due to the resulting notch effects.
- the invention is therefore based on the object of providing an underframe for a rail vehicle, comprising two head pieces that can be supported on wheels and a center support connecting the two head pieces, the longitudinal axis of which forms the longitudinal axis of the underframe, the center support having at least one center support segment whose boundary is of the type of frame is formed from an upper chord segment extending in the longitudinal direction of the central girder, a lower chord segment extending in the longitudinal direction of the central girder and two frame web plates connecting the upper and lower chord segments and extending in the longitudinal direction of the central girder, which overcomes the aforementioned problem and maintains high stability at the same time easier and cheaper to manufacture and with low life cycle costs.
- this object is achieved in connection with the preamble of patent claim 1 in that the frame web plates of the central support segment have on their respective outer side a contact surface for a side arm of the underframe with through-holes for receiving fastening bolts that secure the side arm against the central support segment , and the central support segment has at least one stiffening element that reinforces the central support segment against torsion about the longitudinal axis.
- the side arms of the central support segment can be connected in a particularly simple manner to the central central girder, without the need for top flanges that overlap the central girder for the mutual bracing of two side arms arranged on both sides of the central girder to form a common cross member.
- the side arms can be arranged in an asymmetrical manner on both long sides of the center beam; i.e. the side arms do not have to be arranged in pairs on the center beam. This increases the flexibility in the configuration of the underframe, since the side extensions can be customized or adapted to a large extent to different types and types of load receiving units.
- the side extensions can still be connected to the central support in a uniform manner, despite their freely customizable design.
- the particular advantage of the concept according to the invention is that reference constructions of center supports defined only by the number and spatial positioning of the central support segments according to the invention have to be designed and approved.
- the side outriggers are independent components that are not relevant for the approval of the central support, since they can be attributed to the payload of the rail vehicle in the inventive design of the underframe and are not a structural component of the load-bearing one Represent the underframe of the rail vehicle.
- the constructive characteristic of the reference constructions of center girders is determined by the possible combinations of the two parameters "load to be carried” and "length of the center girder" and can be limited to a comparatively small number of types. In this way, many variants of underframes and thus also very many different types of rail freight wagons can be designed using fewer types of center girders.
- the center support and side arms can be designed and produced independently of one another and, according to a modular system, can be connected to the contact surfaces of the center support provided for this purpose as required. In this way, the effort required for the design, approval and production of the subframes is significantly reduced.
- underframes for rail freight cars can be done in a smaller variety of types and independent of the number, design and configuration of the side arms, which enables a higher degree of automation in their manufacture.
- a subframe according to the invention can be converted more easily and adapted to changed needs during its service life, since different side boom constructions can be easily exchanged for one another, attached to other positions along the central beam or their number can be changed. In this way, the subframe can be converted quickly and easily to accommodate other load handling units.
- each side arm preferably has an upper and a lower support on the central support. While the upper support is designed to rest on the vertical contact surface of the frame web plate of the center girder segment, the lower support is also set up for horizontal support on its lower chord segment. It is of particular advantage here that a uniform interface is formed between the side boom and the center support segment, which enables the side boom to be fastened to the central center support with detachable means.
- the central support preferably has a plurality of central support segments according to the invention, which form a grid of possible contact surfaces with respect to the entire central support, to which side arms can be fastened quickly and easily in a wide variety of configurations (in terms of number and attachment location on the central support).
- the at least one stiffening element is designed as a stiffening web plate supported against the two frame web plates.
- the at least one stiffening element is designed as a gusset plate supporting the frame web plate against the lower chord segment. This enables the subframe to be constructed with external stiffening elements that are easier to access, for example for repair purposes.
- the invention also relates to a rail vehicle with an underframe which is designed in accordance with at least one of the aforementioned patent claims.
- Rail vehicles according to the invention can also be easily adapted to changed transport requirements during their service life with little effort by replacing and/or changing the arrangement of the cross members.
- FIG 1 a perspective view of the underframe of a rail freight wagon, formed from a central support (3) and two head pieces (1, 2) at the ends, is shown.
- the couplings and bogies of the rail freight car are arranged in a known manner in the area of the head pieces.
- the central support (3) forms the central component of the underframe and has two end sections at the two distal ends in the area of the head pieces of the underframe and a central section arranged between the two end sections.
- the cross-sectional profile of the central section is larger than the cross-sectional profile of the two end sections.
- the longitudinal axis (A) of the subframe also forms the longitudinal direction of the central beam (3). While the two end sections and the central section form a substantially continuously flat support surface for one or more load receiving units ("FLU" or “Freight Loading Unit") on their upper side opposite from the wheels, the end sections form on the opposite underside leave enough space for the placement of the bogies.
- the center support (3) has a number of center support segments (4) in the central section, which are set up for attaching side arms by means of detachable bolt connections and are therefore designed as additional force introduction elements (in addition to the force introduction at the two distal ends of the center support).
- the center girder segments (4) are in turn separated by intermediate segments (7), the frame web plates of which have cutouts to reduce the dead weight of the center girder.
- the specific design of the central support ie the number and relative spacing of the central support segments (4) to one another, takes place during the design of the central support by depending on the requirements of a specific load-carrying unit intended for transport
- FIG. 2 Further details of the structural design of a central support segment (4) according to the invention are given in figure 2 shown. Its boundary is formed like a frame from an upper chord segment (41) extending in the longitudinal direction of the central girder, a lower chord segment (42) extending in the longitudinal direction of the central girder and two connecting the upper and lower chord segments and being in Frame web plates (43, 44) extending in the longitudinal direction of the central beam. Furthermore, the frame web plates (43, 44) of the central support segment (4) have on their respective outsides a contact surface (45) for a side arm (5), which is provided with a large number of through-holes (46).
- the center support segment (4) also has a stiffening web plate (47) which is supported against the two frame web plates (43, 44) and stiffens the center support segment (4) against torsion about the longitudinal axis (A) of the underframe.
- FIG 3 is it off figure 1 already known perspective view of the underframe according to the invention formed from a central support (3) and two end-side head pieces (1, 2) with an additional cross member.
- the crossbeam is formed from two side brackets (5) arranged axially symmetrically to one another with respect to the longitudinal axis (A) of the underframe or the center beam on both sides of a center beam segment (4).
- the number and positioning of the side outriggers are in figure 3 only by way of example.
- An underframe according to the invention can have a plurality of such lateral extensions at different positions in the area of the central section of the central support (3) between the two head pieces (1, 2), which also do not necessarily have to be arranged in pairs on both sides of the central support.
- the specific number and positioning of the crossbeams depends on the structural requirements of the load handling unit to be placed on the subframe. It is easy for a person skilled in the art to understand that, in extreme cases, an underframe according to the invention can even be designed without any side arms, provided that the load-carrying unit is in a specific special case without additional load application points on the central beam.
- each side arm has an upper support (51), a lower support (53) and stabilizing straps (52). While the upper support (51) is designed to rest against the vertical contact surface of a frame web plate (43, 44) of the central support segment (4) and to be fastened to it by means of knurled bolts, the lower support (53) is in addition to the horizontal support set up on its lower chord segment (42).
- each side arm has a flange for attaching an external push-pull strap (63). Above this flange, ie as an extension of the upper chord (7), there is a hinge which protrudes laterally outwards, ie beyond the outer longitudinal member, for receiving a folding bolt (54).
- the folding latch (54) is used to secure the load handling unit against slipping and/or lifting off.
- FIG 5 a perspective view of an underframe according to the invention is shown with several crossbeams formed from side arms arranged symmetrically to one another, with all side arms at their ends lying on the outside in relation to the central beam segment (4) by means of a push-pull band (60, 62) each Vehicle side are connected.
- the tension-compression straps (60, 63) fix the side arms against the longitudinal beams (61, 62) of the head pieces of the underframe.
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Abstract
Die Erfindung betrifft ein Untergestell eines Schienenfahrzeuges, umfassend zwei auf Rädern abstützbare Kopfstücke (1, 2) sowie einen die beiden Kopfstücke (1, 2) verbindenden Mittelträger (3), dessen Längsachse (A) die Längsachse des Untergestells ausbildet, wobei der Mittelträger (3) mindestens ein Mittelträger-Segment (4) aufweist, dessen Umgrenzung in der Art eines Rahmens gebildet ist aus einem sich in Längsrichtung (A) des Mittelträgers erstreckendem Obergurt-Segment (41), einem sich in Längsrichtung (A) des Mittelträgers erstreckenden Untergurt-Segment (42) und zwei die Ober- und Untergurt-Segmente verbindenden und sich in Längsrichtung (A) des Mittelträgers erstreckenden Rahmen-Stegblechen (43, 44).Dieses soll eine hohe Stabilität aufweisen und eine einfachere und kostengünstigere Herstellung bei zugleich geringen Lebenszykluskosten ermöglichen.Dies wird erfindungsgemäß dadurch erreicht, dass die Rahmen-Stegbleche (43, 44) des Mittelträger-Segments (4) an ihrer jeweiligen Außenseite eine Anlagefläche (45) für einen Seitenausleger (5) des Untergestells mit Durchgangsbohrungen (46) zur Aufnahme von den Seitenausleger (5) gegen das Mittelträger-Segment (4) sichernden Befestigungsbolzen aufweisen, sowie das Mittelträger-Segment (4) mindestens ein das Mittelträger-Segment (4) gegen Torsion um die Längsachse (A) verstärkendes Versteifungselement (6) aufweist.The invention relates to an underframe of a rail vehicle, comprising two end pieces (1, 2) that can be supported on wheels and a central support (3) connecting the two end pieces (1, 2), the longitudinal axis (A) of which forms the longitudinal axis of the underframe, the central support ( 3) has at least one central girder segment (4), the boundary of which is formed in the manner of a frame from an upper chord segment (41) extending in the longitudinal direction (A) of the central girder, and a lower chord extending in the longitudinal direction (A) of the central girder -Segment (42) and two frame web plates (43, 44) connecting the upper and lower flange segments and extending in the longitudinal direction (A) of the central beam. This should have high stability and simpler and more cost-effective production with low life cycle costs at the same time enable. This is achieved according to the invention in that the frame web plates (43, 44) of the central support segment (4) on their respective outside side have a contact surface (45) for a side arm (5) of the underframe with through-holes (46) for receiving fastening bolts that secure the side arm (5) against the center support segment (4), and the center support segment (4) has at least one das Central support segment (4) has a stiffening element (6) which reinforces torsion about the longitudinal axis (A).
Description
Die Erfindung betrifft ein Untergestell eines Schienenfahrzeuges, umfassend zwei auf Rädern abstützbare Kopfstücke sowie einen die beiden Kopfstücke verbindenden Mittelträger, dessen Längsachse die Längsachse des Untergestells ausbildet, wobei der Mittelträger mindestens ein Mittelträger-Segment aufweist, dessen Umgrenzung in der Art eines Rahmens gebildet ist aus einem sich in Längsrichtung des Mittelträgers erstreckendem Obergurt-Segment, einem sich in Längsrichtung des Mittelträgers erstreckenden Untergurt-Segment und zwei die Ober- und Untergurt-Segmente verbindenden und sich in Längsrichtung des Mittelträgers erstreckenden Rahmen-Stegblechen, sowie ein Schienenfahrzeug mit einem solchen Untergestell.The invention relates to an underframe of a rail vehicle, comprising two head pieces that can be supported on wheels and a central support connecting the two head pieces, the longitudinal axis of which forms the longitudinal axis of the underframe, the central support having at least one central support segment, the boundary of which is formed in the manner of a frame an upper chord segment extending in the longitudinal direction of the central girder, a lower chord segment extending in the longitudinal direction of the central girder and two frame web plates connecting the upper and lower chord segments and extending in the longitudinal direction of the central girder, as well as a rail vehicle with such an underframe.
Schienenfahrzeuge mit gattungsgemäßen Untergestellen sind aus dem Stand der Technik vorbekannt. In aller Regel handelt es sich hierbei um Tragwagen, auf welche Container oder andere Aufbauten zum Transport von Nutzlasten, deren Verladung in Containern nicht sinnvoll bzw. nicht möglich ist (wie z.B. Rundholz), aufgesetzt werden können.Rail vehicles with generic underframes are already known from the prior art. As a rule, these are carrier wagons on which containers or other superstructures for transporting payloads that cannot be loaded in containers (e.g. round wood) can be placed.
So offenbaren beispielsweise die
Aus
Allerdings kann ein solcher die Seitenausleger verbindender Obergurt hinderlich beim Aufsetzen einer Ladungsaufnahme-Einheit auf das Untergestell sein. Da der Obergurt den Mittelträger übergreift, kann die nach oben orientierte (d.h. auf der den Rädern abgewandten) Oberseite des Mittelträgers nicht als Auflagerfläche für eine Ladungsaufnahme-Einheit mit flacher Unterseite genutzt werden. Stattdessen liegt die Ladungsaufnahme-Einheit nur auf der deutlich kleineren Oberseite der Obergurte auf. Ein hierzu alternatives Einsenken der Querträger-Obergurte in entsprechende Eintiefungen des Mittelträgers würde sich wegen der hieraus resultierenden Kerbwirkungen negativ auf den Kraftfluss und Lastabtrag im Mittelträger auswirken.However, such a top chord connecting the side outriggers can be a hindrance when placing a load-carrying unit on the underframe. Since the top chord overlaps the center beam, the upper side of the center beam, which is oriented upwards (i.e. facing away from the wheels) cannot be used as a bearing surface for a load-carrying unit with a flat underside. Instead, the load handling unit only rests on the significantly smaller upper side of the upper straps. As an alternative to this, sinking the upper flanges of the cross member into corresponding depressions in the center member would have a negative effect on the flow of forces and load transfer in the center member due to the resulting notch effects.
Der Erfindung liegt daher die Aufgabe zugrunde, ein Untergestell eines Schienenfahrzeuges, umfassend zwei auf Rädern abstützbare Kopfstücke sowie einen die beiden Kopfstücke verbindenden Mittelträger, dessen Längsachse die Längsachse des Untergestells ausbildet, bereitzustellen, wobei der Mittelträger mindestens ein Mittelträger-Segment aufweist, dessen Umgrenzung in der Art eines Rahmens gebildet ist aus einem sich in Längsrichtung des Mittelträgers erstreckendem Obergurt-Segment, einem sich in Längsrichtung des Mittelträgers erstreckenden Untergurt-Segment und zwei die Ober- und Untergurt-Segmente verbindenden und sich in Längsrichtung des Mittelträgers erstreckenden Rahmen-Stegblechen, welches das vorgenannte Problem überwindet und eine hohe Stabilität bei zugleich einfacher und kostengünstiger Herstellung und geringen Lebenszykluskosten ermöglicht.The invention is therefore based on the object of providing an underframe for a rail vehicle, comprising two head pieces that can be supported on wheels and a center support connecting the two head pieces, the longitudinal axis of which forms the longitudinal axis of the underframe, the center support having at least one center support segment whose boundary is of the type of frame is formed from an upper chord segment extending in the longitudinal direction of the central girder, a lower chord segment extending in the longitudinal direction of the central girder and two frame web plates connecting the upper and lower chord segments and extending in the longitudinal direction of the central girder, which overcomes the aforementioned problem and maintains high stability at the same time easier and cheaper to manufacture and with low life cycle costs.
Erfindungsgemäß wird diese Aufgabe in Verbindung mit dem Oberbegriff des Patentanspruches 1 dadurch gelöst, dass die Rahmen-Stegbleche des Mittelträger-Segments an ihrer jeweiligen Außenseite eine Anlagefläche für einen Seitenausleger des Untergestells mit Durchgangsbohrungen zur Aufnahme von den Seitenausleger gegen das Mittelträger-Segment sichernden Befestigungsbolzen aufweisen, sowie das Mittelträger-Segment mindestens ein das Mittelträger-Segment gegen Torsion um die Längsachse verstärkendes Versteifungselement aufweist. Auf diese Weise ist ein Schienenfahrzeug-Untergestell realisierbar, dessen Seitenausleger in besonders einfacher Weise mit dem zentralen Mittelträger verbunden werden können, ohne dass hierzu den Mittelträger übergreifende Obergurte zur gegenseitigen Verspannung zweier beidseits des Mittelträgers angeordneter Seitenausleger zu einem gemeinsamen Querträger erforderlich sind. Auf diese Weise kann auf den Mittelträger übergreifende Querträger-Obergurte verzichtet werden, sodass die Oberfläche des Mittelträgers von störenden Bauteilen frei bleibt und als durchgängige ebene Auflagefläche für Ladungsaufnahme-Einheiten nutzbar ist. Dies ermöglicht eine Vergrößerung der Auflagefläche und somit auch eine Vergrößerung der Traglast des Untergestells. Zudem können die Seitenausleger in unsymmetrischer Weise auf beiden Längsseiten des Mittelträgers angeordnet werden; d.h. die Seitenausleger müssen nicht paarweise am Mittelträger angeordnet sein. Dies erhöht die Flexibilität bei der Konfiguration des Untergestells, da die Seitenausleger in hohem Maße auf verschiedene Typen und Arten von Ladungsaufnahme-Einheiten individualisierbar bzw. anpassbar sind.According to the invention, this object is achieved in connection with the preamble of
Zum anderen bleiben die Seitenausleger aber dennoch trotz ihrer beliebig individualisierbaren Ausführung in einheitlicher Weise mit dem Mittelträger verbindbar. Der besondere Vorteil des erfindungsgemäßen Konzepts besteht darin, dass nur durch Anzahl und räumliche Positionierung der erfindungsgemäßen Mittelträger-Segmente definierte Referenz-Konstruktionen von Mittelträgern auskonstruiert und zugelassen werden müssen. Die Seitenausleger stellen hingegen eigenständige und für die Zulassung des Mittelträgers nicht relevante Bauteile dar, da diese bei erfindungsgemäßer Ausführung des Untergestells der Zuladung des Schienenfahrzeugs zurechenbar sind und keinen konstruktiven Bestandteil des tragenden Untergestells des Schienenfahrzeugs darstellen. Die konstruktive Ausprägung der Referenz-Konstruktionen von Mittelträgern ist durch die möglichen Kombinationen der beiden Parameter "aufzunehmende Traglast" und "Länge des Mittelträgers" bestimmt und auf eine vergleichsweise geringe Anzahl von Typen begrenzbar. Mittels weniger Typen von Mittelträgern können auf diese Weise viele Varianten von Untergestellen und damit auch sehr viele verschiedene Arten von Schienengüterwagen ausgeführt werden. Mittelträger und Seitenausleger können voneinander unabhängig konstruiert, produziert und gemäß eines modularen Baukasten-Systems bedarfsorientiert an den hierzu vorgesehenen Anlageflächen des Mittelträgers miteinander verbunden werden. Auf diese Weise sinkt der für Konstruktion, Zulassung und Produktion der Untergestelle erforderliche Aufwand erheblich. Die Produktion von Untergestellen für Schienengüterwagen kann in geringerer Typenvielfalt und unabhängig von Anzahl, Konstruktion und Konfiguration der Seitenausleger erfolgen, was einen höheren Automatisierungsgrad in deren Fertigung ermöglicht. Insbesondere kann aber ein solches erfindungsgemäßes Untergestell einfacher umgebaut und während seiner Lebensdauer an geänderte Bedürfnisse angepasst werden, da unterschiedliche Seitenausleger-Konstruktionen auf einfache Weise gegeneinander getauscht, an anderen Positionen entlang des Mittelträgers angebracht oder in ihrer Stückzahl verändert werden können. Das Untergestell kann auf diese Weise schnell und unkompliziert für die Aufnahme anderer Ladungsaufnahme-Einheiten umgebaut werden.On the other hand, the side extensions can still be connected to the central support in a uniform manner, despite their freely customizable design. The particular advantage of the concept according to the invention is that reference constructions of center supports defined only by the number and spatial positioning of the central support segments according to the invention have to be designed and approved. The side outriggers, on the other hand, are independent components that are not relevant for the approval of the central support, since they can be attributed to the payload of the rail vehicle in the inventive design of the underframe and are not a structural component of the load-bearing one Represent the underframe of the rail vehicle. The constructive characteristic of the reference constructions of center girders is determined by the possible combinations of the two parameters "load to be carried" and "length of the center girder" and can be limited to a comparatively small number of types. In this way, many variants of underframes and thus also very many different types of rail freight wagons can be designed using fewer types of center girders. The center support and side arms can be designed and produced independently of one another and, according to a modular system, can be connected to the contact surfaces of the center support provided for this purpose as required. In this way, the effort required for the design, approval and production of the subframes is significantly reduced. The production of underframes for rail freight cars can be done in a smaller variety of types and independent of the number, design and configuration of the side arms, which enables a higher degree of automation in their manufacture. In particular, however, such a subframe according to the invention can be converted more easily and adapted to changed needs during its service life, since different side boom constructions can be easily exchanged for one another, attached to other positions along the central beam or their number can be changed. In this way, the subframe can be converted quickly and easily to accommodate other load handling units.
In bevorzugter Weise weist hierzu jeder Seitenausleger eine obere und eine untere Abstützung am Mittelträger auf. Während die obere Abstützung zur Anlage an der vertikalen Anlagefläche des Rahmen-Stegblechs des Mittelträger-Segments ausgebildet ist, ist die untere Abstützung zusätzlich zur horizontalen Auflage auf dessen Untergurt-Segment eingerichtet. Von besonderem Vorteil ist hierbei, dass eine einheitliche Schnittstelle zwischen Seitenausleger und Mittelträger-Segment ausgebildet ist, welche eine Befestigung des Seitenauslegers am zentralen Mittelträger mit lösbaren Mitteln ermöglicht. Der Mittelträger verfügt hierzu in bevorzugter Weise über eine Mehrzahl von erfindungsgemäßen Mittelträger-Segmenten, die in Bezug auf den gesamten Mittelträger ein Raster von möglichen Anlageflächen ausbilden, an denen Seitenausleger schnell und einfach in unterschiedlichsten Konfigurationen (bezüglich Anzahl und Anbringungsort am Mittelträger) befestigbar sind. Auf diese Weise können nicht nur vorgefertigte Seitenausleger in flexibler Weise an einem ebenfalls vorgefertigten zentralen Mittelträger befestigt werden, sondern können auch die Seitenausleger hinsichtlich Dimensionierung und weiterer konstruktiver Details variiert werden, ohne dass dies Rückwirkungen auf die Konstruktion und Auslegung des Mittelträgers hat.For this purpose, each side arm preferably has an upper and a lower support on the central support. While the upper support is designed to rest on the vertical contact surface of the frame web plate of the center girder segment, the lower support is also set up for horizontal support on its lower chord segment. It is of particular advantage here that a uniform interface is formed between the side boom and the center support segment, which enables the side boom to be fastened to the central center support with detachable means. For this purpose, the central support preferably has a plurality of central support segments according to the invention, which form a grid of possible contact surfaces with respect to the entire central support, to which side arms can be fastened quickly and easily in a wide variety of configurations (in terms of number and attachment location on the central support). In this way, not only can prefabricated side extensions be more flexible Way to be attached to a likewise prefabricated central beam, but also the side outriggers can be varied in terms of dimensioning and other design details, without this having repercussions on the construction and design of the center beam.
Gemäß einer ersten Ausführungsvariante ist das mindestens eine Versteifungselement als ein gegen die beiden Rahmen-Stegbleche abgestütztes Versteifungs-Stegblech ausgeführt. Dies ermöglicht eine Konstruktion des Untergestells mit innenliegenden, d.h. in den Mittelträger integrierten Versteifungselementen. Hierdurch kann auf außenliegende Anbauten am Rahmen verzichtet werden, was eine vorteilhaftere optische Gestaltung des Mittelträgers, aber auch aerodynamische Vorteile (keine Luftverwirbelungen an den Versteifungselementen) mit sich bringt.According to a first embodiment variant, the at least one stiffening element is designed as a stiffening web plate supported against the two frame web plates. This enables the subframe to be constructed with internal stiffening elements, i.e. those integrated into the center beam. As a result, there is no need for external attachments on the frame, which results in a more advantageous optical design of the center support, but also aerodynamic advantages (no air turbulence on the stiffening elements).
Gemäß einer zweiten Ausführungsvariante ist das mindestens eine Versteifungselement als ein das Rahmen-Stegblech gegen das Untergurt-Segment abstützendes Knotenblech ausgeführt. Dies ermöglicht eine Konstruktion des Untergestells mit außenliegenden Versteifungselementen, die z.B. für Reparaturzwecke leichter zugänglich sind.According to a second embodiment variant, the at least one stiffening element is designed as a gusset plate supporting the frame web plate against the lower chord segment. This enables the subframe to be constructed with external stiffening elements that are easier to access, for example for repair purposes.
Die Erfindung bezieht sich ferner auf ein Schienenfahrzeug mit einem Untergestell, welches gemäß mindestens einem der vorgenannten Patentansprüche ausgeführt ist. Erfindungsgemäße Schienenfahrzeuge können auch noch während ihrer Nutzungszeit mit wenig Aufwand durch Austausch und / oder veränderte Anordnung der Querträger in einfacher Weise an geänderte Transportbedürfnisse angepasst werden.The invention also relates to a rail vehicle with an underframe which is designed in accordance with at least one of the aforementioned patent claims. Rail vehicles according to the invention can also be easily adapted to changed transport requirements during their service life with little effort by replacing and/or changing the arrangement of the cross members.
Die vorliegende Erfindung wird nachfolgend anhand eines Ausführungsbeispiels und dazugehöriger Zeichnungen näher erläutert. Es zeigen
-
Figur 1 : perspektivische Ansicht des aus einem Mittelträger und zwei endseitigen Kopfstücken gebildeten Untergestells -
Figur 2 : perspektivische Detailansicht eines einzelnen Mittelträger-Segments -
Figur 3 : perspektivische Ansicht des aus einem Mittelträger und zwei endseitigen Kopfstücken gebildeten Untergestells (analog wieFigur 1 ), mit einem zusätzlichen aus zwei Seitenauslegern gebildeten Querträger -
Figur 4 : Detailansicht eines Seitenauslegers -
Figur 5 : perspektivische Ansicht eines erfindungsgemäßen Untergestells mit mehreren Querträgern und zwei außenliegenden Zug-Druck-Bändern
-
figure 1 : Perspective view of the underframe formed from a central support and two head pieces at the ends -
figure 2 : Perspective detailed view of a single center support segment -
figure 3 : Perspective view of the base frame made up of a central support and two head pieces at the ends (similar tofigure 1 ), with an additional cross member formed from two side arms -
figure 4 : Detailed view of an outrigger -
figure 5 : Perspective view of a subframe according to the invention with several crossbeams and two external push-pull bands
In
Krafteinleitung in den Mittelträger ermittelt werden.Force introduction into the center beam can be determined.
Weitere Details der konstruktiven Ausgestaltung eines erfindungsgemäßen Mittelträger-Segments (4) sind in
In
In
In
- 1, 21, 2
- Kopfstückheadpiece
- 33
- Mittelträgercenter beam
- 44
- Mittelträger-Segmentcenter beam segment
- 4141
- Obergurt-Segment des Mittelträger-Segments (4)Top chord segment of center girder segment (4)
- 4242
- Untergurt-Segment des Mittelträger-Segments (4)Bottom chord segment of center girder segment (4)
- 43, 4443, 44
- Rahmen-Stegbleche des Mittelträger-Segments (4)Center beam segment frame webs (4)
- 4545
- Anlageflächecontact surface
- 4646
- Durchgangsbohrungenthrough holes
- 4747
- Versteifungs-Stegblechstiffening web plate
- 55
- Seitenauslegeroutriggers
- 5151
- obere Abstützung Seitenauslegerupper outrigger support
- 5252
- Gurtband SeitenauslegerSide outrigger webbing
- 5353
- untere Abstützung Seitenauslegerlower outrigger support
- 5454
- Klappriegelfolding latch
- 60,6360.63
- Zug-Druck-Bandpush-pull tape
- 61, 6261, 62
- Längsbalken KopfstückLongitudinal head piece
- 77
- Zwischensegmentintermediate segment
- AA
- Längsachse UntergestellLongitudinal axis underframe
Claims (4)
dadurch gekennzeichnet, dass
die Rahmen-Stegbleche (43, 44) des Mittelträger-Segments (4) an ihrer jeweiligen Außenseite eine Anlagefläche (45) für einen Seitenausleger (5) des Untergestells mit Durchgangsbohrungen (46) zur Aufnahme von den Seitenausleger (5) gegen das Mittelträger-Segment (4) sichernden Befestigungsbolzen aufweisen, sowie das Mittelträger-Segment (4) mindestens ein das Mittelträger-Segment (4) gegen Torsion um die Längsachse (A) verstärkendes Versteifungselement (6) aufweist.Underframe of a rail vehicle, comprising two end pieces (1, 2) that can be supported on wheels and a central support (3) connecting the two end pieces (1, 2), whose longitudinal axis (A) forms the longitudinal axis of the underframe, the central support (3) having at least one central girder segment (4), the boundary of which is formed in the manner of a frame from an upper chord segment (41) extending in the longitudinal direction (A) of the central girder, a lower chord segment (42 ) and two frame web plates (43, 44) connecting the upper and lower flange segments and extending in the longitudinal direction (A) of the central beam,
characterized in that
the frame web plates (43, 44) of the center support segment (4) on their respective outer side a contact surface (45) for a side arm (5) of the underframe with through-holes (46) for receiving the side arm (5) against the center support The segment (4) has fastening bolts that secure it, and the central support segment (4) has at least one stiffening element (6) that strengthens the central support segment (4) against torsion about the longitudinal axis (A).
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020134258.6A DE102020134258A1 (en) | 2020-12-18 | 2020-12-18 | UNDERFRAME OF A RAIL VEHICLE |
Publications (1)
Publication Number | Publication Date |
---|---|
EP4015340A1 true EP4015340A1 (en) | 2022-06-22 |
Family
ID=78820729
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP21211627.1A Withdrawn EP4015340A1 (en) | 2020-12-18 | 2021-12-01 | Railway vehicle underframe |
Country Status (2)
Country | Link |
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EP (1) | EP4015340A1 (en) |
DE (1) | DE102020134258A1 (en) |
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DE102019105689B3 (en) | 2019-03-06 | 2020-06-04 | Deutsche Bahn Ag | Underframe of a rail vehicle |
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US1420352A (en) | 1921-10-17 | 1922-06-20 | Gen American Tank Car Corp | Underframe for cars |
US2242727A (en) | 1939-12-22 | 1941-05-20 | Pennsylvania Railroad Co | Welded bolster and cross-bearer construction |
CN106828516B (en) | 2017-03-24 | 2020-01-31 | 中车眉山车辆有限公司 | railway nonstandard container transport flat car |
-
2020
- 2020-12-18 DE DE102020134258.6A patent/DE102020134258A1/en not_active Ceased
-
2021
- 2021-12-01 EP EP21211627.1A patent/EP4015340A1/en not_active Withdrawn
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Publication number | Priority date | Publication date | Assignee | Title |
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DE6930111U (en) | 1969-04-16 | 1972-11-23 | Rheinstahl Ag Transporttechnik | BASE FOR RAIL VEHICLES. |
DD104053A1 (en) | 1973-05-10 | 1974-02-20 | ||
DE3911138A1 (en) * | 1989-04-06 | 1990-10-11 | Talbot Waggonfab | Underframe for double-axle railway goods wagons |
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 |
DE4440425A1 (en) | 1994-11-07 | 1996-05-09 | Goerlitz Waggonbau Gmbh | Rail vehicle subframe with crash deformable coupling support |
WO2018219955A1 (en) | 2017-05-31 | 2018-12-06 | Rail Cargo Wagon - Austria Gmbh | Undercarriage for a platform trolley |
CN107600097A (en) * | 2017-10-20 | 2018-01-19 | 中车山东机车车辆有限公司 | A kind of lightweight rail way hopper wagon chassis and method |
DE102019105689B3 (en) | 2019-03-06 | 2020-06-04 | Deutsche Bahn Ag | Underframe of a rail vehicle |
CN110065516A (en) * | 2019-04-16 | 2019-07-30 | 中车山东机车车辆有限公司 | A kind of railway modularization assemble chassis and the complete vehicle structure including the chassis |
CN111559402A (en) * | 2020-05-25 | 2020-08-21 | 中车山东机车车辆有限公司 | Full-riveting modular center sill structure, flatcar underframe and railway flatcar |
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DE102020134258A1 (en) | 2022-06-23 |
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