JP4686665B2 - Main traverse for rail vehicles constructed with large outline of aluminum - Google Patents

Main traverse for rail vehicles constructed with large outline of aluminum Download PDF

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JP4686665B2
JP4686665B2 JP2001538213A JP2001538213A JP4686665B2 JP 4686665 B2 JP4686665 B2 JP 4686665B2 JP 2001538213 A JP2001538213 A JP 2001538213A JP 2001538213 A JP2001538213 A JP 2001538213A JP 4686665 B2 JP4686665 B2 JP 4686665B2
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profile
floor
floorboard
track vehicle
cross beam
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JP2003514710A (en
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ヴィージンガー，ヨゼフ
マルフェント，トーマス
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ジーメンス アクチエンゲゼルシャフト エステルライヒ
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    • 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
    • B61D17/041—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures with bodies characterised by use of light metal, e.g. aluminium
    • 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
    • B61F1/12—Cross bearers

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
  • Road Paving Structures (AREA)

Abstract

The invention relates to a rail vehicle with at least two main stretchers (2) that substantially extend over the entire width of the rail vehicle and to which floor profiles (3) are fastened that substantially extend parallel to the longitudinal direction of the rail vehicle (1). Said main stretchers (2) have a bottom flange (4) and at least one top flange (5a, b) and webs (6) extending thereinbetween. Said webs (6) extend from the bottom flange (4) of the respective main stretcher (2) at least partially to the lower side (3a) of the floor profiles (3) and are linked therewith. The at least one top flange (5a, b) of the respective main stretcher (2) is linked with the top side of the floor profiles (3).

Description

【０００１】
本発明は、軌道車両の長さ方向に実質的に平行に延びている床板輪郭が固定されている、少なくとも２本の実質的に軌道車両の幅全体にわたって延びる主横桁を有する軌道車両で、該主横桁は各々１本の下部支持体と少なくとも１本の上部支持体並びにその間に延びるウエブを有するものである軌道車両に関する。
【０００２】
軌道車両の運転に際して発生する積荷によって引き起こされる床板領域での曲げ負荷は先ず第一に主横桁に受けとられ、または更に転送される。軌道車両のよく使用される実施形態は車両の縦に沿った末端領域に各々１個づつ２個の回転台車を持っており、各々の回転台車に車の負荷を伝えるために各回転台車上に主横桁が設置されている。この理由により、主横桁は対応する高い曲げ剛性を持つことが絶対に必要である。曲げ剛性を高めるため、最大の剛性を達成するために回転台車の上端と車両の床板水平面との間の全体建造高さを実質的に包括する主横桁の輪郭高さを大きくすることができる。主横桁のほかに床板を支持するために更に横桁を設けることが可能である。
【０００３】
床板輪郭に関して、主横桁の２つの配置が知られている。これらの配置の１つは回転台車の上端と軌道車両の床板水平面との間に大きな距離がある場合に使用され、各回転台車上に床板輪郭の下側に設置された主横桁を持ち、床板輪郭は１つまたは複数の主横桁の上部支持体上に載っており、実質的に軌道車両の全長にわたって走っており長さ方向に途切れることがない。以下、実質的に軌道車両の全長にわたって途切れることなく一面に張られている床板輪郭を連続する床板輪郭として示す。
【０００４】
もう１つ別の実施形態は必要な輪郭高さをもつ主横桁のスペースを与えるためには回転台車の上端と軌道車両の床板水平面との間の距離が小さすぎる時に使用される。その場合、床板輪郭は主横桁の所で切断されており、上部支持体の縦側面とウエブの上の領域での横断面と溶接されている。主横桁の上部支持体は切断された床板輪郭の間にそのように生じた領域内で、通常は床板を形成する床板輪郭の上側を補充する。この対策はその上に回転台車の上端と軌道車両の床板水平面との間の距離が小さい場合にも主横桁が十分高い輪郭をもつことにも役立つ。
【０００５】
連続する床板輪郭部の有利な点は床板の製造をそれと一緒に完全に自動的に実施できる所にある。連続する床板輪郭により、連続しないものとは反対に、長い縦桁と床板輪郭との溶接のための実質的な改良が起る。そして、床板輪郭も車両の長さ全体にわたって延びる両方の長い縦桁も連続しているのでこれを機械で溶接することができる。これに対して主横桁が床板内に置かれ、それから床板の下側に縦の溶接つぎ目を断片ごとに機械で製造されるならば主横桁の領域では手で溶接しなければならないし、それによって製造コストは実質的に高くなる。連続する床板輪郭使用の更に有利な点は完全自動製造によって非常に均質な床板を得られるという点にもある。
【０００６】
更に連続する床板輪郭においては、発生する負荷の一部が床板輪郭から受けとられるので主横桁上に作用する曲げ力を減少させるであろう。連続しない床板輪郭では、連続する床板輪郭をもつ上記の装置における場合よりも、従って主横桁にはより高い負荷が発生する。それにより、軌道車両に連続する床板輪郭を使用することは技術的にも、又経済的理由からも有利である。例えば特に地下鉄の場合におけるように、回転台車の上端と床板水平面との間の距離が非常に小さい軌道車両においては、連続する床板輪郭の設置は、同時に主横桁の必要な曲げ強度を実現する点で未解決の技術的問題を説明している。
【０００７】
ドイツ特許ＤＥ４００５２８７号は床板平面内に存在する上部支持体を持つ貨車の魚腹のような形の中央縦桁を記載している。
【０００８】
米国特許Ｎｏ．７５３９３８Ａ号は、横桁とポルスターエレメントを用いて結合されている２本の中央縦桁及び２本の側方縦桁として形成されている互いに平行な連続する縦桁を設計された鉄道車両のための台枠を記載している。１本の側方縦桁とこれに組みこまれた中央縦桁との間にはそれぞれ１つのポルスターエレメントが設置されている。更に１つのポルスターエレメントが両方の中央縦桁の間に設置され、それによってポルスターエレメント、横桁及び縦桁が１つの平面上に存在する。側方縦桁とそれに組み込まれた中央縦桁の間、並びに中央縦桁の間には底板が設計されている。この底板が互いに境界を接しているポルスターエレメントの上の領域にはカバープレートが設置されている。
【０００９】
本発明の課題は、回転台車の上端と、軌道車両の床板平面との間の距離が非常に少ない場合にも連続する床板輪郭の配置を可能にし、それによって主横桁に必要な曲げ強度を持たせることである。
【００１０】
この課題は、本発明に従って、各々の主横桁の下部支持体からウエブが少なくとも部分的に床板輪郭の下側まで延びてこれと結合されており、それによって各々の主横桁の上部支持体は少なくとも床板輪郭とその上側で結合されていることにより解決される。
【００１１】
床板輪郭上の主横桁の１つまたは複数の上部支持体及びウエブ及び床板輪郭下の下部支持体の配置によって、対応する主横桁の領域内に床板輪郭の１部が存在しそれによってその輪郭高さが増大しそして床板輪郭を主横桁の所で切りとることなく必要な曲げ強度を達成することができる。
【００１２】
ウエブを床板輪郭の下側に結合するためには、ウエブと床板輪郭の下側を溶接することで有利に実施できる。ウエブと床板輪郭の下側との溶接は、ウエブが床板輪郭の下側と接触する面で拡がりを持つことによって達成される。１つまたは複数の上部支持体を床板輪郭と結合するための好ましい実施態様は、少なくとも１つの上部支持体と床板輪郭の上側とを溶接することである。
【００１３】
床板輪郭の上側とのより良好な結合を作り出すためには、主横桁が床板輪郭の上側と予め与えられた距離で互いに溶接された２本の上部支持体を持つという好ましい実施態様で達せられる。この処理によって溶接結合面に対する支持体表面の割合は同じ面を持つ１本の連続する上部支持体に比べて低くなりそれによって床板輪郭との最終的な力は著しく改善される。
【００１４】
好ましい１つの実施態様において、その直径が実質的に主横桁の幅に対応する空気ばねを主横桁の下部支持体の下に設置するので、ばねの空気圧力によって下部支持体の曲げ負荷に関し、適当な実施形態で下部支持体の平面強度をその場所で高めるために上部支持体の間に存在する領域下にウエブを設置する。
【００１５】
主横桁の領域での曲げ強度を更に高めるための床板輪郭の好ましい実施の形態は床板輪郭が三角形の断面を持っていることにある。
主横桁の重量を小さくすることは主横桁の材料をアルミニウムにすることで達成される。
床板の重量を小さくすることは床板輪郭の材料をアルミニウムにすることで達成される。
容易に製造できるから低価格での実施形態はウエブ及び下部支持体を一体として完成することである。
更に別の低価格での小さい重量をもつ主横桁の実施形態は主横桁をアルミニウム鋳造品として製造することである。更に小さい重量をもつ実施形態は主横桁をアルミニウムの大きな成形品から製造することである。
【００１６】
更に有利な点と共に本発明を図面を参照して実施例により下記に詳細に説明する。
【００１７】
実施例
図１に従って、軌道車両１の主横桁２に床板輪郭３が固定され、図２及び図３からも見られるように、その上側３ｂが床板を形成することができる。床板輪郭３の上半分は図２及び図３からも見られるように、主横桁２の２本の上部支持体５ａ，５ｂに正確に設置されており、床板輪郭３の上側３ｂと溶接されている。上部支持体５ａ，５ｂを連続する床板輪郭３の上に単にのせてその後上部支持体５ａ，５ｂ側表面を上部側面３ｂと溶接するのであるから、上部支持体５ａ，５ｂの溶接は比較的労力なしに実施される。溶接結合面１３は実質的に直線の延びを持つことができるのでこの経過も機械によって実施される。これにより−従来の通常の実施法とちがって−床板輪郭３と縦桁８との時間と価格のかかる断片ごとの手による溶接が省略される。
【００１８】
必要な曲げ強度を達成するために、床板輪郭３は、対角線状の支切り９を持っている。床板輪郭３の下側にはウエブ６ａ，６ｂ，６ｃが主横桁２の下部支持体４から床板輪郭３の下側３ａまで延びそして床板輪郭３の下側３ａと溶接されている。下側３ａとウエブ６との溶接は、ウエブ末端の拡張部７のために同様に機械的に達成することができる。
主横桁２の下に、ここでは図示されていないが回転台車が設置され、そこで主横桁２により回転台車中に車両の負荷の導入が行われる。
【００１９】
主横桁２はその縦方向側面末端部で、実質的に軌道車両の全長にわたってのびる縦桁８と支える構造で結合されておりそれによって、実質的に通常縦桁８の上部支持体までのびている軌道車両の側壁１０の下部末端と結合部をもっている。側壁１０の上部末端は互いに屋根１１の形で結合されている。
【００２０】
ここに図示した実施形態は各々の主横桁２について２本の上部支持体５ａ，５ｂを持っている。この実施形態によって、すでに上に記載したように、上部支持体５ａ，５ｂと床板輪郭３との間に特に良好な結合が作り出される。というのは、図３に示したように、それによって非常に幅の広い支持体５のみをもつ変形に対して溶接線１３の平面に対する上部支持体５ａ，５ｂの平面の割合が実質的に改善されるからである。
【００２１】
好ましい実施態様において、下部支持体４の下に図面には記載していないが空気ばねを設置し、それに圧力がかけられ、それによって下部支持体４の曲げ負荷を負担しているので、２本の上部支持体５ａ，５ｂの間に存在する主横桁２の領域での平面強度をその位置で高めるために更にウエブ６ｂが設置されている。これは下部支持体４に結合されているが、最終的に支持機能を発揮し圧力のみを受けとるので床板輪郭３の下側３ａとは溶接されていない。
【００２２】
床板輪郭３の領域には三角形の仕切り９を付与しこれが上部支持体５と下部支持体４との間に発生する負荷、特に発生する横の力によるせん断荷重を受けとめる。それによって床板輪郭３の領域内で三角形の仕切り９が主横桁２のウエブ６の機能を担当している。
【００２３】
図３から明らかなように、主横桁２の下部支持体４と上部支持体５ａ，５ｂの間の領域内で床板輪郭３の位置によってその輪郭を高さｈに増大し、それによって床板輪郭３の下部に付加的な空間を要求することなく必要な曲げ強度を達成しているので、本発明は軌道車両の床板水平面と回転台車の上端との間に非常に僅かの自由空間しかない場合でも連続する床板輪郭３を設置することができる。
【００２４】
ウエブ６ａ，６ｃは外側にある溶接継ぎ目１４によって各々床板輪郭３の下側３ａと結合しており、そこでウエブ６ａ，６ｂ，６ｃと下部支持体４は簡単にそして安い費用で一片から作ることができる。
【００２５】
通常は、主横桁２のほかに別の、実施例では記載していないが床板を更に支持するための横桁でそれほど大きな負荷を受けとらなくても良いので主横桁２よりも少ない輪郭高さを持つことのできる別の横桁を更に設置しそれによって床板輪郭３の下に全体として空隙を見出すことができる。主横桁２は本発明の目的物では価格が安いことからアルミニウム鋳造品として実施される。
【図面の簡単な説明】
【図１】軌道車両の上部分の断面図を示す。
【図２】図１に示した軌道車両の床の主横桁の領域で一部切りとった床の断片の遠近法による概略図を示す。
【図３】図２において直線III−IIIに沿って切りとった断面図を示す。
【符号の説明】
（２）・・・横桁
（３）・・・床板輪郭
（４）・・・下部支持体
（５）・・・上部支持体
（６）・・・ウエブ[0001]
The present invention is a track vehicle having at least two main crossbeams extending across the entire width of the track vehicle, with a fixed floor plate profile extending substantially parallel to the length of the track vehicle, Each of the main cross beams relates to a track vehicle having one lower support and at least one upper support and a web extending therebetween.
[0002]
The bending load in the floor plate area caused by the load generated during the operation of the track vehicle is first received or transferred further to the main cross beam. A commonly used embodiment of a track vehicle has two rotating trolleys, one in the end region along the length of the vehicle, on each rotating trolley to convey the vehicle load to each rotating trolley. A main cross beam is installed. For this reason, it is absolutely necessary for the main cross beam to have a correspondingly high bending stiffness. To increase the bending stiffness, the profile height of the main beam can be increased to substantially encompass the overall building height between the upper end of the car and the floor plane of the vehicle to achieve maximum stiffness . In addition to the main cross beam, a cross beam can be provided to support the floor board.
[0003]
With regard to the floor board profile, two arrangements of main cross beams are known. One of these arrangements is used when there is a large distance between the top end of the rotating carriage and the floor plane of the track car, with a main cross-girder installed below the floor plan on each rotating carriage, The floorboard profile rests on the upper support of one or more main cross beams, runs substantially the entire length of the track vehicle and is uninterrupted in the length direction. Hereinafter, the floor board outline stretched over the entire surface of the track vehicle substantially without interruption is shown as a continuous floor board outline.
[0004]
Another embodiment is used when the distance between the upper end of the rotating carriage and the floor plane of the track vehicle is too small to provide the main cross beam space with the required contour height. In that case, the floor board profile is cut at the main crossbeam and welded to the longitudinal side of the upper support and the cross section in the region above the web. Upper support of the main crossbeam that way in the resulting area between is cut floor contours, usually to supplement the upper floor contour to form a floor. This measure also helps to ensure that the main cross beam has a sufficiently high profile even when the distance between the upper end of the rotating carriage and the horizontal plane of the track is small.
[0005]
The advantage of a continuous floorboard profile is that the manufacture of the floorboard can be carried out completely automatically with it. The continuous floorboard profile provides a substantial improvement for welding long stringers and floorboard contours as opposed to non-continuous ones. Then, long stringers of both floor contour also extending throughout the length of the vehicles can also be welded to this because it is continuous in the machine. On the other hand, if the main cross beam is placed in the floor plate and then the vertical weld seam is machined piece by piece under the floor plate, it must be welded manually in the main cross beam region. , Thereby substantially increasing the manufacturing cost. A further advantage of using a continuous floorboard profile is that a very homogeneous floorboard can be obtained by fully automated manufacturing.
[0006]
Furthermore, in a continuous floorboard profile, a portion of the generated load will be received from the floorboard profile, which will reduce the bending force acting on the main cross beam. With a non-continuous floorboard profile, a higher load is thus generated on the main cross beam than in the above-described device with a continuous floorboard profile. Thereby, it is advantageous for technical and economic reasons to use a continuous floorboard profile for the track vehicle. For example, especially in the case of subways, in rail vehicles where the distance between the upper end of the rotating carriage and the floor horizon is very small, the installation of the continuous floor slab profile simultaneously achieves the required bending strength of the main beam. Explains unresolved technical issues.
[0007]
German patent DE 4005287 describes a central stringer shaped like a fish belly of a freight car with an upper support lying in the plane of the floorboard.
[0008]
U.S. Pat. No. 753938A is for railway vehicles designed with two parallel stringers formed as two central stringers and two side stringers joined together using a cross beam and a Polster element. The underframe is described. One Polster element is installed between each side stringer and the central stringer incorporated therein. In addition, one Polster element is placed between both central stringers, whereby the Polster element, the transverse string and the stringer are on one plane. A bottom plate is designed between the side stringer and the central stringer incorporated therein, and between the center stringers. A cover plate is installed in a region above the Polster element where the bottom plates are in contact with each other.
[0009]
The object of the present invention is to enable the placement of a continuous floor board profile even when the distance between the upper end of the rotating carriage and the floor board plane of the track vehicle is very small, thereby providing the required bending strength for the main cross beam. It is to have.
[0010]
This object is achieved in accordance with the invention in that the web extends at least partially from the lower support of each main cross beam to the underside of the floorboard profile and is thereby coupled thereto, thereby the upper support of each main cross beam. Is solved at least by being connected to the floor board profile and above it.
[0011]
The arrangement of one or more upper supports and webs of the main cross beams on the floor plank contour and the lower support below the floor plank profile results in the presence of a part of the floor plank contour in the area of the corresponding main cross beam. The profile height is increased and the required bending strength can be achieved without cutting the floorboard profile at the main crossbeam.
[0012]
In order to connect the web to the lower side of the floor board profile, it can be advantageously carried out by welding the web and the lower side of the floor board profile. Welding of the web to the underside of the floorboard profile is accomplished by having the web expand at the surface that contacts the underside of the floorboard profile. A preferred embodiment for joining the one or more upper supports to the floorboard profile is to weld at least one upper support and the upper side of the floorboard profile.
[0013]
In order to create a better connection with the upper side of the floorboard profile, it is achieved in a preferred embodiment in which the main cross beam has two upper supports welded to each other at a pre-given distance from the upper side of the floorboard profile. . This process reduces the ratio of the support surface to the weld joint surface compared to a single continuous upper support having the same surface, thereby significantly improving the final force with the floorboard profile.
[0014]
In a preferred embodiment, an air spring, whose diameter substantially corresponds to the width of the main cross beam, is placed under the lower support of the main cross beam, so that the spring pressure is related to the bending load of the lower support. In a suitable embodiment, the web is placed under the area existing between the upper supports in order to increase the planar strength of the lower support in place.
[0015]
A preferred embodiment of the floorboard contour for further increasing the bending strength in the region of the main cross beam is that the floorboard contour has a triangular cross section.
Reducing the weight of the main cross beam is achieved by making the main cross beam material aluminum.
Reducing the weight of the floorboard is achieved by making the floorboard contour material aluminum.
A low cost embodiment because it is easy to manufacture is to complete the web and lower support together.
Yet another low-price, low-weight main cross-girder embodiment is to manufacture the main cross-girder as an aluminum casting. An embodiment with a smaller weight is to produce the main cross beam from a large aluminum part.
[0016]
The invention, together with further advantages, will be described in detail below by way of example with reference to the drawings.
[0017]
Embodiment According to FIG. 1, a floor plate contour 3 is fixed to the main cross beam 2 of the railcar 1, and its upper side 3b can form a floor plate, as can also be seen from FIGS. As can be seen from FIGS. 2 and 3, the upper half of the floor board contour 3 is accurately installed on the two upper supports 5 a and 5 b of the main cross 2 and welded to the upper side 3 b of the floor board contour 3. ing. Since the upper supports 5a and 5b are simply placed on the continuous floor plate contour 3 and then the upper support 5a and 5b side surface is welded to the upper side surface 3b, the welding of the upper supports 5a and 5b is relatively labor-intensive. Implemented without. This process is also carried out by the machine, since the weld connection surface 13 can have a substantially straight extension. This eliminates the manual and manual welding of the floorboard profile 3 and stringer 8 for each time-consuming and expensive piece-unlike conventional conventional practice.
[0018]
In order to achieve the required bending strength, the floor plank contour 3 has a diagonal support 9. Below the floor contour 3 is welded to the lower side 3a of the web 6a, 6 b, 6 c extends from the lower support 4 of Shuyokoketa 2 to the lower 3a floor plate contour 3 and floor contour 3. The welding of the lower side 3a and the web 6 can likewise be achieved mechanically for the extension 7 at the web end.
Under the Shuyokoketa 2, where is not shown it is installed rotating carriage, where the introduction of load vehicles takes place during rotation bogie by Shuyokoketa 2.
[0019]
The main cross beam 2 is connected at its longitudinal side end with a supporting structure which extends substantially over the entire length of the track vehicle and thereby extends substantially up to the upper support of the normal string 8 in general. It has a lower end of the side wall 10 of the track vehicle and a coupling portion. The upper ends of the side walls 10 are joined together in the form of a roof 11.
[0020]
Embodiment shown here the main crossbeam 2 each have two upper support 5a, 5 b. This embodiment, as described above already, especially good bonding between the upper support 5a, 5 b and the floor plate contour 3 is created. It is given, as shown in FIG. 3, whereby the upper support 5a with respect to the plane of the weld line 13 against deformation with only broad support 5 a very wide, 5 ratio of plane b are substantially of It is because it is improved.
[0021]
In a preferred embodiment, although not shown in the drawing below the lower support 4, an air spring is installed and pressure is applied thereto, thereby bearing the bending load of the lower support 4. In order to increase the plane strength in the region of the main cross beam 2 existing between the upper supports 5a and 5b, a web 6b is further installed. This is coupled to the lower support 4, since ultimately exert a supporting function receive only the pressure from the lower side 3 a of the floor panel edge 3 are not welded.
[0022]
A triangular partition 9 is provided in the area of the floor board contour 3, which receives a load generated between the upper support 5 and the lower support 4, particularly a shear load due to a generated lateral force. Thereby, a triangular partition 9 takes charge of the function of the web 6 of the main cross beam 2 in the region of the floor board contour 3.
[0023]
As is apparent from FIG. 3, the contour increases to the height h depending on the position of the floor plank contour 3 in the region between the lower support 4 and the upper supports 5a , 5b of the main cross 2 and thereby the floor plank contour. Since the required bending strength is achieved without requiring additional space in the lower part of 3 , the present invention has a case where there is very little free space between the floor plate horizontal surface of the track vehicle and the upper end of the rotating carriage. However, a continuous floorboard contour 3 can be installed.
[0024]
The webs 6a, 6c are each joined to the lower side 3a of the floorboard profile 3 by an outer welded seam 14, where the webs 6a, 6b, 6c and the lower support 4 can be made from one piece simply and at low cost. it can.
[0025]
Usually, in addition to the main cross beam 2, although not described in the embodiment, it is not necessary to receive a very large load on the cross beam for further supporting the floor board, so that the contour height is smaller than that of the main cross beam 2. A further girder can be installed, which can have a height, whereby a void can be found as a whole under the floorboard contour 3. The main cross beam 2 is implemented as an aluminum casting because the object of the present invention is inexpensive.
[Brief description of the drawings]
FIG. 1 shows a cross-sectional view of the upper part of a track vehicle.
FIG. 2 is a perspective view schematically showing a fragment of the floor partially cut off in the main cross beam region of the floor of the railcar shown in FIG. 1;
3 shows a cross-sectional view taken along line III-III in FIG.
[Explanation of symbols]
(2) ... Cross beam (3) ... Floor plate outline (4) ... Lower support (5) ... Upper support (6) ... Web

Claims (12)

軌道車両（１）の長さ方向に実質的に平行に延びている床板輪郭（３）が固定されている、少なくとも２本の実質的に軌道車両の幅全体にわたって延びる主横桁（２）を有する軌道車両（１）であって、該主横桁（２）は各々１本の下部支持体（４）及び少なくとも１本の上部支持体（５）並びにその間に延びるウエブ（６ａ，６ｂ，６ｃ）を有し、該ウエブ（６ａ，６ｂ，６ｃ）は、各主横桁（２）の下部支持体（４）から少なくとも部分的に床板輪郭（３）の下側（３ａ）まで延びて、これと結合し、各主横桁（２）の上部支持体（５）は少なくとも床板輪郭（３）とその上側で結合していることを特徴とする軌道車両（１）。At least two main cross beams (2) extending across the entire width of the track vehicle, to which a floor plate profile (3) extending substantially parallel to the length of the track vehicle (1) is fixed. a rail vehicle (1) having, main crossbeam (2) each one lower support (4) and at least one upper support (5) and webs extending therebetween (6a, 6 b, has a 6 c), the web (6a, 6 b, 6 c ) is lower at least partly floor contour from the lower support of the main crossbeam (2) (4) (3 ) (3a) extending the Activity to bind thereto, upper support of the main crossbeam (2) (5) the rail vehicle, characterized in that it is coupled with its upper least floor contour (3) is (1). ウエブ（６）が床板輪郭（３）の下側に溶接されていることを特徴とする請求項１に記載の軌道車両（１）。  2. The track vehicle (1) according to claim 1, characterized in that the web (6) is welded to the underside of the floorboard profile (3). ウエブ（６）が床板輪郭（３）の下側（３ａ）と接触する平面で拡幅部（７）を有することを特徴とする請求項１ないし２の１項に記載の軌道車両（１）。  The track vehicle (1) according to one of claims 1 to 2, characterized in that the web (6) has a widened portion (7) in a plane that contacts the lower side (3a) of the floor board profile (3). 少なくとも１つの上部支持体（５）が床板輪郭（３）の上側（３ｂ）と溶接されていることを特徴とする請求項１ないし３の１項に記載の軌道車両（１）。  4. Track vehicle (1) according to one of claims 1 to 3, characterized in that at least one upper support (5) is welded to the upper side (3b) of the floorboard profile (3). 主横桁（２）が、予め与えられた距離で互いに床板輪郭（３）の上側（３ｂ）に溶接されている２本の上部支持体（５ａ，５ｂ）を持っていることを特徴とする請求項１ないし４の１項に記載の軌道車両（１）。Shuyokoketa (2), and characterized in that it has two of the upper support member is welded to the upper (3b) mutually floor contour (3) at a given distance in advance (5a, 5 b) The track vehicle (1) according to one of claims 1 to 4. ウエブ（６ｂ）が上部支持体（５ａ，５ｂ）の間に存在する領域の下側に設置されていることを特徴とする請求項５に記載の軌道車両（１）。Web (6b) and an upper support (5a, 5 b) track vehicle according to claim 5, characterized in that installed in the lower area that exists between (1). 床板輪郭（３）が三角形の横断面を有することを特徴とする請求項１ないし６の１項に記載の軌道車両（１）。  The track vehicle (1) according to one of claims 1 to 6, characterized in that the floorboard profile (3) has a triangular cross section. 主横桁（２）の材料がアルミニウムであることを特徴とする請求項１ないし７の１項に記載の軌道車両（１）。  8. Rail vehicle (1) according to one of claims 1 to 7, characterized in that the material of the main cross beam (2) is aluminum. 床板輪郭（３）の材料がアルミニウムであることを特徴とする請求項１ないし８の１項に記載の軌道車両（１）。  9. Rail vehicle (1) according to one of claims 1 to 8, characterized in that the material of the floor board profile (3) is aluminum. ウエブ（６ａ，６ｂ，６ｃ）と下部支持体（４）とは一体として製造されていることを特徴とする請求項１ないし９の１項に記載の軌道車両（１）。Web (6a, 6 b, 6 c ) and the lower support (4) and the rail vehicle (1) according to one of claims 1, characterized in that it is manufactured as an integral 9. 主横桁（２）がアルミニウム鋳造品として製造されていることを特徴とする請求項１ないし１０の１項に記載の軌道車両（１）。  11. The track vehicle (1) according to one of claims 1 to 10, characterized in that the main cross beam (2) is manufactured as an aluminum casting. 主横桁（２）がアルミニウムの大きな成形品から製造されることを特徴とする請求項１ないし１０の１項に記載の軌道車両（１）。  11. Track car (1) according to one of claims 1 to 10, characterized in that the main cross beam (2) is manufactured from a large molded product of aluminum.
JP2001538213A 1999-11-17 2000-10-23 Main traverse for rail vehicles constructed with large outline of aluminum Expired - Fee Related JP4686665B2 (en)

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AT1943/99 1999-11-17
AT0194399A AT408644B (en) 1999-11-17 1999-11-17 BASE FOR A RAIL VEHICLE
PCT/AT2000/000275 WO2001036245A1 (en) 1999-11-17 2000-10-23 Aluminum large-profile main stretcher for rail vehicles

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FR2913654B1 (en) * 2007-03-15 2009-07-03 C G L Sarl BOGGIE, IN PARTICULAR FOR FREIGHT TRANSPORT WAGON.
DE102008008681A1 (en) * 2008-02-12 2009-09-03 Siemens Aktiengesellschaft Suspension crossbar for a rail vehicle
JP5739829B2 (en) * 2012-03-28 2015-06-24 川崎重工業株式会社 Railcar floor structure and railcar equipped with the same
CN103625492B (en) * 2012-08-29 2016-09-07 中车青岛四方机车车辆股份有限公司 Aluminum alloy bodywork of rail vehicle hanging beam

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JPS60186273U (en) * 1984-05-23 1985-12-10 株式会社日立製作所 vehicle floor structure
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JPH11208462A (en) * 1998-01-21 1999-08-03 Teito Kosokudo Kotsu Eidan Vehicle structural body made of platelike aluminum alloy extruded shape and vehicle structure

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EP1232084B1 (en) 2003-08-27
WO2001036245A1 (en) 2001-05-25
ATE248085T1 (en) 2003-09-15
CZ20021477A3 (en) 2002-07-17
JP2003514710A (en) 2003-04-22
ATA194399A (en) 2001-06-15
EP1232084A1 (en) 2002-08-21
CZ300369B6 (en) 2009-05-06
TW572839B (en) 2004-01-21

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