EP4069569B1 - Anordnung zur erhöhung der belastbarkeit eines strukturbauteils eines schienenfahrzeugs - Google Patents

Anordnung zur erhöhung der belastbarkeit eines strukturbauteils eines schienenfahrzeugs Download PDF

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Publication number
EP4069569B1
EP4069569B1 EP20824105.9A EP20824105A EP4069569B1 EP 4069569 B1 EP4069569 B1 EP 4069569B1 EP 20824105 A EP20824105 A EP 20824105A EP 4069569 B1 EP4069569 B1 EP 4069569B1
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EP
European Patent Office
Prior art keywords
assembly
case
load path
load
connector point
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20824105.9A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP4069569A1 (de
Inventor
Martin Zäch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
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Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4069569A1 publication Critical patent/EP4069569A1/de
Application granted granted Critical
Publication of EP4069569B1 publication Critical patent/EP4069569B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • B61D17/045—The sub-units being construction modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • 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
    • B61F1/14—Attaching or supporting vehicle body-structure

Definitions

  • the invention relates to an arrangement for increasing the load capacity of a structural component of a rail vehicle, in particular the tensile rigidity and the compressive rigidity.
  • structural component of a rail vehicle is understood to mean, for example, but not exclusively, a locomotive body, a car body, a frame, for example a compressed air scaffold frame, or a spatial structure in which rail vehicle components are mounted or held. It also includes roof structures that are designed to transfer loads and are used for this purpose.
  • a locomotive body is a design for the supporting structure of a locomotive, which is designed in various construction methods.
  • the locomotive body can be designed in a frame construction, in which non-load-bearing attachments are attached to a load-bearing frame.
  • locomotive body is the integral all-steel construction.
  • extruded profiles are used that extend over the entire length of the box.
  • the rigidity of the box is achieved by the structure of the extruded profiles. No additional load-bearing elements are required, making lightweight construction possible.
  • non-load-bearing panels are attached to a load-bearing box frame made of metallic materials.
  • these are made of non-metallic materials.
  • double traction i.e. driving with two locomotives
  • multiple traction i.e. driving with more than two locomotives
  • FIG 3 shows a locomotive body LOK3 as a structural component as a known state of the art.
  • the locomotive body LOK3 acts as the first load path LPF1, the first load path LPF1 being implemented in particular by a frame RAH of the locomotive body LOK3.
  • a component is known in which a vertical deformation of the component is counteracted with the help of a horizontally extending, pre-stressed tension wire.
  • the invention relates to an arrangement for increasing the load capacity of a structural component of a rail vehicle.
  • the structural component has a first connection point and a second connection point.
  • a first load path is arranged between the two connection points. A force acting at the first connection point is transmitted to the second connection point via the first load path.
  • the first load path is designed to transmit compressive forces, is optimized in this respect and is mainly used for this purpose.
  • a second load path is arranged between the two connection points.
  • the two load paths of the structural component act parallel to each other, but are functionally separated.
  • the second load path is designed to transmit tensile forces, is optimized in this respect and is mainly used for this purpose.
  • the first load path is pressure-resistant or designed as a pressure-resistant construction.
  • this is a frame made of metal or steel, which is an integrated part of the structural component.
  • the first load path which is designed to be rigid, is not deformed or is deformed only minimally, i.e. within predetermined and tolerable limits.
  • the second load path contains tension elements whose compressive stiffness is significantly smaller in relation to the first load path or in which the tension elements are designed without compressive stiffness.
  • the tension elements are designed as ropes, which are preferably made of Kevlar or carbon fiber.
  • the second load path is deformed within predetermined and tolerable limits.
  • the first load path is relieved of tensile forces and can be reduced in size or can absorb higher compressive forces while maintaining the same dimensions.
  • a decisive advantage is that higher forces can be transmitted with the same weight of the locomotive body.
  • the first load path consists of elements of the classically designed locomotive body - according to the invention from the frame of the locomotive body. This can be optimized in terms of weight and pressure transmission.
  • the present invention enables a lower dimensioning of the structural component in terms of weight and at the same time increases long-term stability.
  • the present invention provides or implements respective optimized load paths for the forces and the mutual loads that act on the structural component. This means that higher forces can be permanently transmitted without the structural component failing.
  • the present invention allows higher forces to be transmitted while maintaining the same design of the structural component. This is made possible by the respective, optimized load paths.
  • FIG 1 shows the invention based on a basic representation of a locomotive body LOK1 of a rail vehicle.
  • a tensile force FZ acts on the locomotive body LOK1 at a first connection point ASP1.
  • a compressive force FD alternates with the tensile force FZ at the first connection point ASP1 on the locomotive body LOK1.
  • the locomotive body LOK1 transmits the tensile force FZ and the compressive force FD from the first connection point ASP1 to a second connection point ASP2 via the load paths LPF1, LPF2 described below.
  • the two load paths LPF1, LPF2 are separate in terms of their functionality, but work in addition or parallel to one another.
  • the first load path LPF1 is designed as a pressure-resistant construction. As stated above, this is, for example, a frame RAH made of metal or steel, which is an integrated part of the structural component or the locomotive body LOK1.
  • the second load path LPF2 contains tension elements without compressive stiffness.
  • the tension elements are designed, for example, as ropes, which in turn are preferably made of Kevlar or carbon fiber.
  • the tensile force FZ acting on the locomotive body LOK1 is transmitted by the tensile elements or cables of the second load path LPF2 between the two connection points ASP1, ASP2. This occurs with less deformation of the tension elements.
  • FIG 2 shows with reference to FIG 1 a concretized representation of the invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Vibration Dampers (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)
EP20824105.9A 2020-01-27 2020-11-25 Anordnung zur erhöhung der belastbarkeit eines strukturbauteils eines schienenfahrzeugs Active EP4069569B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020200884.1A DE102020200884A1 (de) 2020-01-27 2020-01-27 Anordnung zur Erhöhung der Belastbarkeit eines Strukturbauteils eines Schienenfahrzeugs
PCT/EP2020/083431 WO2021151544A1 (de) 2020-01-27 2020-11-25 Anordnung zur erhöhung der belastbarkeit eines strukturbauteils eines schienenfahrzeugs

Publications (2)

Publication Number Publication Date
EP4069569A1 EP4069569A1 (de) 2022-10-12
EP4069569B1 true EP4069569B1 (de) 2023-12-27

Family

ID=73834452

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20824105.9A Active EP4069569B1 (de) 2020-01-27 2020-11-25 Anordnung zur erhöhung der belastbarkeit eines strukturbauteils eines schienenfahrzeugs

Country Status (7)

Country Link
US (1) US20230054558A1 (pl)
EP (1) EP4069569B1 (pl)
CN (1) CN115003582B (pl)
DE (1) DE102020200884A1 (pl)
ES (1) ES2972046T3 (pl)
PL (1) PL4069569T3 (pl)
WO (1) WO2021151544A1 (pl)

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE855658C (de) * 1950-12-30 1952-11-13 Otto Dipl-Ing Baumann Bauelement fuer Fahrzeuge oder Maschinenteile
FR2697099B1 (fr) * 1992-10-16 1995-01-06 Technoforme Sarl Dispositif de régulation par compression de la déformation d'une pièce rectiligne flexible, soumise à un effort de flexion variable, et véhicule équipé d'un tel dispositif.
DE19619212A1 (de) 1996-05-13 1997-11-20 Duewag Ag Wagenkasten eines Schienenfahrzeuges
EP0881135A1 (de) * 1997-05-28 1998-12-02 Deutsche Waggonbau AG Verfahren und Vorrichtung zur Herstellung von Fahrzeugwagenkästen, insbesondere Schienenfahrzeug Wagenkästen
DE10028234A1 (de) * 2000-06-07 2001-12-20 Guido Kuebler Gmbh Vorrichtung zur lösbaren Verbindung von zwei in Reihe angeordneten Fahrzeugelementen eines Fahrzeugs und deren Verwendung
DE10053125A1 (de) 2000-10-19 2002-05-08 Daimlerchrysler Rail Systems Schienenfahrzeug mit modular aufgebautem Wagenkasten
DE10351270B4 (de) * 2003-10-31 2005-11-10 Peguform Gmbh Trägerstruktur für ein Fahrzeug
JP5427092B2 (ja) * 2010-04-02 2014-02-26 日本車輌製造株式会社 鉄道車両
CN104057967A (zh) * 2014-06-24 2014-09-24 南车株洲电力机车有限公司 一种整体承载式车体
DE102015109394A1 (de) * 2015-06-12 2016-12-15 Voith Patent Gmbh ZUG-/STOßEINRICHTUNG, INSBESONDERE FÜR MITTELPUFFERKUPPLUNGEN VON SPURGEFÜHRTEN FAHRZEUGEN
DE102016107740B4 (de) * 2016-04-26 2018-02-15 Benteler Automobiltechnik Gmbh Achsträger mit verbessertem Lastpfad
AT521091B1 (de) * 2018-02-27 2022-11-15 Siemens Mobility Austria Gmbh Wagenkasten für ein Schienenfahrzeug

Also Published As

Publication number Publication date
CN115003582B (zh) 2023-09-15
CN115003582A (zh) 2022-09-02
ES2972046T3 (es) 2024-06-10
DE102020200884A1 (de) 2021-07-29
PL4069569T3 (pl) 2024-04-29
US20230054558A1 (en) 2023-02-23
WO2021151544A1 (de) 2021-08-05
EP4069569A1 (de) 2022-10-12

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