FI85247C - Undercarriage position for railway freight wagons - Google Patents

Abstract

1. Underframe for rail freight cars, a) without a car body which is rigid against torsion, comprising at least b) external longitudinal bearers (1 or 8) and c) transverse bearers (4) arranged fixed between these and d) at least one additional hollow bearer (2 or 9), arranged between the external longitudinal bearers (1 or 8) in the transverse direction of the car and e) connected in a manner rigid against torsion to the external longitudinal bearers (1 or 8), characterised in that f) the system not yet containing the hollow bearers, and comprising external longitudinal bearers (1 or 8) and the transverse bearers (4) arranged fixed between these, has a rigidity against torsion which is so low that this rigidity against torsion is too low, taken by itself, for the underframe, g) the desired and required torsional rigidity of the underframe is achieved by providing each of the hollow bearers (2 or 9) with a specially established torsional rigidity such that this torsional rigidity determines the torsional rigidity of the entire underframe and thus of the rail freight car, and h) openings (3) on the underside of the hollow bearers determine the magnitude of the torsional rigidity of the hollow bearers (2 or 9) by the shape and size or the cross-sections of the hollow bearers or the wall thickness of the hollow bearers or several of these parameters together.

Description

85247

TRACK FOR RAILWAY FREIGHT WAGONS -UNDERREDESSTÄLLNING FÖR JÄRNVÄGSGODSVAGNAR

The present invention relates to a chassis rack for railway carriages without torsionally rigid car bodies, comprising at least the outermost longitudinal girders and transverse girders fastened therebetween, at least one additional transverse longitudinal girder arranged between the outermost longitudinal girders and the outermost longitudinal girder.

Due to the automatic central buffer coupling, according to the UlC regulations ORE B 125 and ORE B 55, the most flexible chassis scaffolds required were to be developed for two-axle railway spare wagons in order to minimize wheel load on level crossings and track failures. However, modern two-axle rail freight wagons are so long that as the parts of the train move, these wagons tilt to their extremes · and almost derail. The wheel load on the wheels inside the curve becomes too large as the wagon lengths increase, so that there is a high risk of derailment. In order to ensure that long two-axle freight wagons do not deviate from the rails, the torsional stiffness of the wagon must be determined accurately. Torsional stiffness ·: depends on the length over the bumpers and the trolley's own weight. In this case, the torsional stiffness should be greater the lighter the carriage.

Since the torsional stiffness values of the chassis rack of a rail freight wagon can only be calculated approximately even with the newest lowering systems, the exact torsional stiffness of the rail freight wagons becomes. values to study with prototype test programs.

DE-B-10 46 658 discloses a base bracket for a rail drive guide with a system of longitudinal and transverse supports, in which a hollow additional support is arranged between the outer longitudinal supports and which is rigidly attached to the longitudinal supports. The purpose of this additional bracket 2 85247 is to support the center bumper switch so that the base stand is better supported for strong impacts. In particular, the support system of this central buffer switch must be easily replaceable in the event of damage to avoid time- and costly repair work. The torsional rigidity of the connection between the hollow cross member and the longitudinal members is necessary because the central buffer coupling is eccentrically on the hollow cross member and the hollow cross member is subjected to extreme torsion.

In order to avoid damage to the base frame under high torsional forces, said hollow support must be provided with predetermined breaking points. In addition, the hollow bracket must be pivotally mounted on the center supports for the predetermined breaking points to work effectively. These center supports are necessary due to the eccentric bearing so that the torque due to the impact force clutch can be better transferred to the chassis. The sole function of these known hollow transverse supports torsionally rigidly attached to the longitudinal supports or side walls is to bear it ... to the central buffer coupling and receive the impact energy like a torsion bar and (in the event of overload) to "dispose" it by predetermined fractures. This '·' · means protects the base stand from damage. This task ...: can be solved by additional hollow cross-members only if the base frame itself, i.e. without additional hollow supports, is sufficiently torsionally rigid.

The object of the present invention is to provide, for a low economic cost, a torque value in the chassis rack of a railway freight wagon such as the one mentioned above which is exactly ... within the permissible values.

This is solved by the invention, which is characterized in that: in a system which does not yet include hollow beams with - - · - - the outer longitudinal supports and the transverse supports fastened between them, the torsional rigidity is so low that 3 85247 that the torsional stiffness is too small for the chassis to achieve the desired and required torsional rigidity of the chassis so that each hollow beam has a specific fixed torsional stiffness so that this torsional stiffness determines the whole chassis and the cross-section of the shape or hollow beam or the wall thickness of the hollow beam or a plurality of these parameters.

With a hollow beam formed in a certain way as a torsionally rigid beam, the chassis rack of the railway freight wagon and thus the entire railway freight wagon can be formed so that its torsional stiffness is precisely determined within the permissible torsional stiffness values. A preferred embodiment of the invention is characterized in that the hollow beam is formed in the form of a box with a rectangular cross-section and that it is formed as a structural part integrated in the transverse support for transmitting vertical forces.

Another embodiment of the invention is characterized in that the hollow beam is formed in a tubular cross-section.

• The hollow beams are then arranged either in the middle of the carriage length ----- or several beams are suitably arranged symmetrically with respect to the longitudinal center of the carriage on either side thereof or symmetrically in the longitudinal center and symmetrically with respect to the longitudinal center of the carriage on both sides. By arranging one or more hollow beams in this way, even extremely distortion-sensitive platforms can be equipped with the necessary torsional rigidity. By forming hollow beams into box-like structural. in part, they can replace one or more transverse supports and can be used to transmit vertical forces arising from the additional weight.

4 85247

Other preferred embodiments of the invention appear from the other claims, which in particular guarantee torsional rigidity in the joints between the hollow beams and the longitudinal supports, some of which relate to preferred embodiments of the invention.

Overall, the invention has the advantage that the chassis rack can be made sufficiently flexible to pull the rail freight trolley so that the wheel load on level crossings, especially S-bends and track failures, remains within the permissible limits and on the other hand the chassis rack is In this case, the lighter and / or longer the rail freight wagon, the greater the torsional stiffness. Otherwise, the use of the invention does not depend on the number of transverse supports fixedly arranged between the longitudinal supports in addition to the hollow beams.

In the following, the invention will be explained in detail with reference to the accompanying drawings, in which

Fig. 1 schematically shows a vertical vertical section of a chassis rack of a railway freight car of the invention.

Fig. 2 is a schematic top view of Figs. 1 | partially cut off the base frame according to

Fig. 3 schematically shows a vertical longitudinal section of a chassis rack of a railway freight car according to another preferred embodiment of the invention.

Fig. 4 is a schematic top view of Figs. 3: according to the base stand.

The base frame of the railway freight car shown in Fig. 1 has hollow beams 2 arranged between the outer longitudinal supports 1 and torsionally rigidly connected to the longitudinal supports 1.

5 85247

The hollow beams 2 are formed in a box-like shape with a rectangular cross-section, the wall thickness of each hollow beam and their cross-section being dimensioned accordingly according to the torsional forces applied to them. For this purpose, openings 3 are arranged below the hollow beams 2a, by means of which any subsequent fine adjustment of the torsional stiffness can be carried out. Each hollow beam 2 is integrated into the system of transverse beams 4 of the base frame so that it is used as a base for the floor 5, either directly or indirectly via the floor supports 6. The arrangement of the hollow beams 2 can take place on the basis of the torsional rigidity of the base rack required in each case in the longitudinal center of the carriage, symmetrically on both sides of the longitudinal center of the carriage or in the longitudinal center of the carriage and symmetrically on both sides of the longitudinal center of the carriage.

In the exemplary embodiment of the invention shown in Figures 3 and 4, tubular hollow beams 9 with a circular cross-section are arranged between the outer longitudinal supports 8 in the base frame of the railway freight wagon. The cross-section and wall strength of these hollow beams 9 are again dimensioned according to the required torsional stiffness. Arrangement of these tubular hollow beams 9 can, as in the first embodiment of the invention, again take place in the longitudinal center of the carriage, symmetrically on both sides of the longitudinal center of the carriage or in the longitudinal center of the carriage and symmetrically on both sides of the longitudinal center of the carriage.

Claims (9)

1. Undercarriage for railway freight wagons (a) without torsionally rigid trolley baskets, at least consisting of b) of outer longitudinal carriers (1 and 8) and (c) between these fixed transverse carriers (4) and (d) at least one extra, between the outer longitudinal carriers (1 and 8). arranged in the transverse direction of the carriage and e) with the outer longitudinal carriers (1 and 8) torsionally connected with hollow supports (2 and 9, respectively), characterized in that the system, which does not yet contain the hollow carriers, with external longitudinal carriers (1 and 8), respectively. and the transverse carriers (4) arranged therebetween exhibit a slight torsional stiffness, that this torsional stiffness alone is too small for the chassis, g) that the desired and required torsional stiffness of the chassis is achieved by each hollow carrier (2 and 9, respectively) being provided with a specially determined torsional stiffness in such a way that this torsional stiffness determines the torsional stiffness of the entire chassis and thus of the railway freight carriage and (h) to open (3) on the underside of the hollow carriers by shape and size or the cross section of the hollow carriers or the wall thickness of the hollow carriers or several of these · parameters jointly determine the size of the torsional rigidity of the carriers (2 and 9, respectively). 2. The frame according to claim 1, characterized in that the hollow support (2) is formed as a box with a right angular cross-section and as an integrated building element in the cross-supports (4) for transfer of vertical forces. . 3. The frame according to claim 1, characterized in that the hollow support (9) is tubular in circular cross-section. 4. The frame according to claims 1 to 3, characterized in that the hollow carrier (2 and 9) is either arranged in the longitudinal center of the carriage or that several hollow carriers (2 and 9) are arranged symmetrically on both sides of the carriage. longitudinal center or in the longitudinal center of the vehicle and symmetrical pa. both sides of the carriage's longitudinal center. 5. The frame according to one of claims 1 to 4, characterized in that it has two axes. 6. The frame according to one of claims 1 to 5, characterized in that the hollow supports (2 and 9), respectively, at the ends along the entire circumference are welded to the side surfaces of the longitudinal carriers (1 and 8, respectively). 7. The frame according to one of claims 1 to 6, characterized in that its length, measured over the buffers, amounts to more than 13 m. 8. The frame according to one of claims 1 to 7, characterized in that at both front sides, each has two symmetrically arranged side buffers arranged in its longitudinal center line in the direction of travel. ... 9. Undercarriage according to claim 8, characterized in that the side distance between the longitudinal carriers (1 and 8) is at least equal to the side distance between the side buffers.