NO166072B - RAILWAY CHAIRS. - Google Patents
RAILWAY CHAIRS. Download PDFInfo
- Publication number
- NO166072B NO166072B NO854566A NO854566A NO166072B NO 166072 B NO166072 B NO 166072B NO 854566 A NO854566 A NO 854566A NO 854566 A NO854566 A NO 854566A NO 166072 B NO166072 B NO 166072B
- Authority
- NO
- Norway
- Prior art keywords
- longitudinal
- hollow
- beams
- bearers
- undercarriage
- Prior art date
Links
- 239000000872 buffer Substances 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 claims description 3
- 238000004364 calculation method Methods 0.000 description 1
- 238000013515 script Methods 0.000 description 1
Classifications
-
- 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
Landscapes
- Mechanical Engineering (AREA)
- Engineering & Computer Science (AREA)
- Body Structure For Vehicles (AREA)
- Lock And Its Accessories (AREA)
- Vibration Dampers (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Battery Electrode And Active Subsutance (AREA)
- Powder Metallurgy (AREA)
- Materials For Medical Uses (AREA)
- Medicines Containing Material From Animals Or Micro-Organisms (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Surface Acoustic Wave Elements And Circuit Networks Thereof (AREA)
- Electrotherapy Devices (AREA)
- Seal Device For Vehicle (AREA)
- Diaphragms For Electromechanical Transducers (AREA)
- Supply Devices, Intensifiers, Converters, And Telemotors (AREA)
- Peptides Or Proteins (AREA)
- Springs (AREA)
- Warehouses Or Storage Devices (AREA)
- Non-Portable Lighting Devices Or Systems Thereof (AREA)
- Rod-Shaped Construction Members (AREA)
Abstract
Description
Oppfinnelsen angår et understell for jernbanegodsvogner The invention relates to a chassis for railway freight wagons
uten dreiestiv vognkasse, der langsgående dragere opptar de horisontale, langsgående kreftene og de vertikale kreftene fra lasten, eller langsgående dragere opptar de horisontale langsgående kreftene og dragerne og mellom disse anordnede tverrbjelker opptar de vertikale kreftene fra lasten. without torsionally rigid carriage body, where longitudinal girders absorb the horizontal, longitudinal forces and the vertical forces from the load, or longitudinal girders absorb the horizontal longitudinal forces and girders and between these arranged transverse beams absorb the vertical forces from the load.
På grunn av den ventede innføring av automatiske midt-bufferkoplinger ble det tidligere gjennom UlC.-for- Due to the expected introduction of automatic central buffer connections, it was previously through UlC.-for-
skriftene ORE B 125 og ORE B 55 ved toakslede jernbanegodsvogner utviklet mest mulig dreiesvake understell for at det ved opphøyde ramper og ved skinnefeil skulle oppstå minst mulig belastning. Moderne toakslede jernbanegodsvogner har imidlertid i mellomtiden fått en så the scripts ORE B 125 and ORE B 55 for two-axle rail freight wagons developed the least possible undercarriage so that the least possible load would occur on elevated ramps and in the event of rail failure. However, modern two-axle rail freight wagons have meanwhile been given a so
stor lengde over bufferne at disse vognene har fått en ekstrem tendens til avsporing ved påskyving fra togdeler. Hjulbelastningen på det innerste hjulet i kurven blir derved ved tiltagende vognlengde utillatelig høy, slik at avsporingssikkerheten ikke mer kan ivaretas. For ved lange toakslede godsvogner å kunne sikre avsporingssikkerheten, må derfor dreiestivheten fra vognen defineres nøyaktig, idet dreiestivheten er avhengig av léngden mellom bufferne og av vognens egenvekt. Her må dreiestivheten være høyere jo lettere vognen er. large length above the buffers that these wagons have developed an extreme tendency to derail when pushed on from train parts. The wheel load on the innermost wheel in the curve thus becomes unacceptably high as the wagon length increases, so that derailment safety can no longer be ensured. In order to be able to ensure derailment safety with long two-axle goods wagons, the torsional stiffness from the wagon must therefore be precisely defined, since the torsional stiffness depends on the length between the buffers and on the wagon's own weight. Here, the torsional stiffness must be higher the lighter the cart is.
Da imidlertid dreiningsverdiene på en jernbanegodsvogns underdel.resp. en underdel på en jernbanevogn med dreiesvak oppbygning selv med moderne regnesystemer bare kan oppnås tilnærmet, må den eksakte dreiningsstivheten på jernbanegodsvogner fremskaffes - ved hjelp av forsøksprogram med prototyper. Then, however, the turning values on a rail freight wagon's lower part.resp. a lower part of a railway wagon with a torsionally weak structure can only be achieved approximately even with modern calculation systems, the exact torsional stiffness of railway freight wagons must be obtained - with the help of a test program with prototypes.
Foreliggende oppfinnelse går ut på for jernbanegodsvogner The present invention relates to railway freight wagons
av den innledningsvis nevnte art å fremskaffe et byggeelement som ved eventuell innsetting i ettertid eller ved of the nature mentioned at the outset to provide a building element which, if inserted later or by
torsjonsforhold som er fremkommet ved prototyper, holder dreiningsverdiene på understellet og dermed på jernbanegodsvognen innenfor tillatte verdier ved hjelp av enkle midler. torsional conditions that have been achieved with prototypes keep the torque values on the undercarriage and thus on the rail freight wagon within permissible values by means of simple means.
Dette oppnås ifølge oppfinnelsen ved at det mellom understellets ytre langsgående dragere er anordnet torsjonsstive hulbjelker i vognens tverretning, og som er torsjonsfast forbundet med de langsgående dragerne. This is achieved according to the invention by the fact that torsionally rigid hollow beams are arranged between the outer longitudinal beams of the undercarriage in the carriage's transverse direction, and which are torsionally connected to the longitudinal beams.
Ved hjelp av de definert torsjonsstive hulbjelkene kan understellet på jernbanegodsvognene og dermed hele jernbanegodsvognen utformes torsjonsstiv nøyaktig definert innen rammen for de gitte skallverdier. Hulbjelkene kan da ifølge en utførelsesform for oppfinnelsen utformes kasseformet med rettvinklet tverrsnitt og som i understellets tverrdragere integrert byggedel for ytterligere overføring av vertikalkrefter. Tverrsnittet på huldrageren, dens veggtykkelse eller i huldragerens underside anordnede åpninger, disses størrelse og form bestemmer huldragerens torsjonsstivhet og bestemmer derved torsjonsstivheten på hele understellet og dermed også for jernbanegodsvognen. With the help of the defined torsionally rigid hollow beams, the undercarriage of the rail freight wagons and thus the entire rail freight wagon can be designed torsionally rigid precisely defined within the framework for the given shell values. According to an embodiment of the invention, the hollow beams can then be designed as box-shaped with a right-angled cross-section and as an integrated component in the undercarriage's cross-beams for further transmission of vertical forces. The cross-section of the girder, its wall thickness or openings arranged in the underside of the girder, their size and shape determine the torsional stiffness of the girder and thereby determine the torsional stiffness of the entire undercarriage and thus also of the rail freight wagon.
Ifølge en annen utførelsesform for oppfinnelsen kan huldrageren være rørformet med rundt tverrsnitt. According to another embodiment of the invention, the hollow beam can be tubular with a round cross-section.
Huldrageren er anordnet enten i vognens langsgående midtlinje eller flere huldragere kan anordnes hensiktsmessig på begge sider symmetrisk om vognens langsgående midtlinje eller i vognens langsgående midtlinje og symmetrisk på begge sider av midtlinjen. Ved anordning av en eller flere huldragere kan derved også ekstremt vridningssvakt understell tilføres den nødvendige vridriingsstivhet. Ved utforming av huldrageren som en kasseformet byggedel kan denne erstatte en eller flere tverrdragere og kan medvirke i overføringen av vertikalkreft-ene fra lasten. En hensiktsmessig utførelsesform for oppfinnelsen, som særlig sikrer torsjonsstivheten i inn-festingen mellom huldragerne og de langsgående dragerne fremgår av underkravene 6—10. The hollow girder is arranged either in the carriage's longitudinal center line or several hollow girders can be suitably arranged on both sides symmetrically about the carriage's longitudinal centre-line or in the carriage's longitudinal centre-line and symmetrically on both sides of the centre-line. By installing one or more hollow girders, the necessary torsional stiffness can also be added to extremely torsionally weak undercarriage. When designing the hollow girder as a box-shaped building part, this can replace one or more cross girders and can contribute to the transmission of the vertical forces from the load. An appropriate embodiment of the invention, which in particular ensures the torsional stiffness in the attachment between the hollow beams and the longitudinal beams appears from sub-claims 6-10.
Ved hjelp av oppfinnelsen oppnås at understellet blir tilstrekkelig vridningssvakt for trekking av jernbanegodsvogner for å holde hjulbelastningen i områder ved opphøyde ramper, særlig S-kurver og ved skinnefeil innen tillatte grenser, og på den annen side å oppnå tilstrekkelig vridningsstivhet når jernbanegodsvognen blir utsatt for skyving slik at hjulbelastningen på de indre hjulene i kurvene likeledes holdes innenfor tillatte grenser. Derved blir vridningsstivheten høyere jo lettere og/eller lengre jernbanegodsvognen er. Forøvrig kommer det ved bruk av oppfinnelsen ikke an på antallet av de foruten huldragerne fremdeles nødvendige og mellom de langsgående dragerne fast anordnede tverrdragerne. With the help of the invention, it is achieved that the undercarriage becomes sufficiently torsionally weak for pulling rail freight wagons in order to keep the wheel load in areas with raised ramps, especially S-curves and in case of rail faults within permissible limits, and on the other hand to achieve sufficient torsional stiffness when the rail freight wagon is subjected to pushing so that the wheel load on the inner wheels in the curves is also kept within permissible limits. As a result, the torsional stiffness is higher the lighter and/or longer the rail freight wagon is. Otherwise, when using the invention, it does not depend on the number of the transverse beams which, in addition to the hollow beams, are still necessary and fixedly arranged between the longitudinal beams.
Oppfinnelsen skal i det følgende forklares nærmere under henvisning til tegningen, som viser et utførelseseksempel for oppf innelsen. In the following, the invention will be explained in more detail with reference to the drawing, which shows an embodiment of the invention.
Fig. 1 viser et vertikalt, langsgående snitt gjennom understellet på en jernbanegodsvogn ifølge oppfinnelsen, Fig. 1 shows a vertical, longitudinal section through the undercarriage of a railway freight wagon according to the invention,
fig. 2 viser skjematisk et delvis brukt planriss av understellet ifølge fig. 1, fig. 2 schematically shows a partially used plan view of the undercarriage according to fig. 1,
fig. 3 viser skjematisk et vertikalt langsgående snitt gjennom understellet av en jernbanegodsvogn ifølge en andre utførelsesform for oppfinnelsen, og fig. 3 schematically shows a vertical longitudinal section through the undercarriage of a railway freight wagon according to a second embodiment of the invention, and
fig. 4 viser skjematiske planriss av understellet ifølge fig. 3. fig. 4 shows schematic plans of the undercarriage according to fig. 3.
I det i fig. 1 viste understellet for en jernbanegods- In that in fig. 1 showed the undercarriage of a railway freight
vogn er det mellom de ytre langsgående dragerne 1 anordnet huldragere 2 som er torsjonsfast forbundet med de ytre langsgående dragerne 1. Huldragerne 2 er kasseformet med rettvinklet tverrsnitt og veggtykkelsen på hver huldrager og dens tverrsnitt er dimensjonert tilsvarende de tors jonskiref ter som skal opptas. I undersiden 2a på huldrageren er det anordnet åpninger 3 ved hjelp av hvis dimensjonering det kan foretas en eventuell etterjustering av torsjonsstivheten. Hver huldrager 2 er således integrert i systemet for tverrdragerne 4 i understellet, carriage, hollow girders 2 are arranged between the outer longitudinal girders 1, which are torsionally connected to the outer longitudinal girders 1. The hollow girders 2 are box-shaped with a right-angled cross-section and the wall thickness of each hollow girder and its cross-section are dimensioned corresponding to the tors ion skifters to be accommodated. Openings 3 are arranged in the underside 2a of the hollow girder, with the help of whose dimensioning a subsequent adjustment of the torsional stiffness can be made. Each hollow girder 2 is thus integrated into the system for the cross girders 4 in the chassis,
slik at det enten benyttes direkte som opplagring for bunnen 5 eller indirekte over bunndragere 6. Anordning av huldragere 2 kan alt etter nødvendig vridningsstivhet i understellet anordnes ved vognens langsgående midtlinje. so that it is either used directly as storage for the bottom 5 or indirectly over bottom beams 6. The arrangement of hollow beams 2 can be arranged at the longitudinal center line of the trolley, depending on the required torsional stiffness in the chassis.
I det i fig. 3 og 4 viste utførelseseksempel for oppfinnelsen, er det i understellet for en jernbanegodsvogn anordnet rørformede huldragere 9 med rundt tverrsnitt mellom ytre langsgående dragere 8. Dimensjoneringen av disse huldragerne 9 med hensyn til tverrsnitt og veggtykkelse skjer den forlangte vridningsstivhet. Anordningen av de rørformede huldragerne 9 kan som i det første ut-førelseseksemplet for oppfinnelsen skje på vognens langsgående midtlinje, på begge sider symmetrisk om vognens langsgående midtlinje ellar på vognens langsgående midtlinje og på begge sider symmetrisk om vognens langsgående midtlinje. In that in fig. 3 and 4 shown embodiment of the invention, tubular hollow girders 9 with round cross-sections are arranged in the undercarriage of a rail freight car between outer longitudinal girders 8. The dimensioning of these hollow girders 9 with regard to cross-section and wall thickness takes place for the required torsional stiffness. The arrangement of the tubular hollow girders 9 can, as in the first embodiment of the invention, take place on the carriage's longitudinal centreline, on both sides symmetrically about the carriage's longitudinal centreline, or on the carriage's longitudinal centreline and on both sides symmetrically about the carriage's longitudinal centreline.
Fordelene ved oppfinnelsen gjør seg sterkest gjeldende ved ekstremt lange godsvogner, f.eks. mer enn 13 m lange, som oppviser bare to aksler. The advantages of the invention are most evident in extremely long goods wagons, e.g. more than 13 m long, showing only two axles.
Claims (8)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19843442046 DE3442046A1 (en) | 1984-11-16 | 1984-11-16 | BASE FOR RAILWAY VEHICLES |
Publications (3)
Publication Number | Publication Date |
---|---|
NO854566L NO854566L (en) | 1986-05-20 |
NO166072B true NO166072B (en) | 1991-02-18 |
NO166072C NO166072C (en) | 1991-05-29 |
Family
ID=6250529
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
NO854566A NO166072C (en) | 1984-11-16 | 1985-11-15 | RAILWAY CHAIRS. |
Country Status (14)
Country | Link |
---|---|
EP (1) | EP0182138B1 (en) |
AT (1) | ATE57348T1 (en) |
CZ (1) | CZ278887B6 (en) |
DD (1) | DD243678A5 (en) |
DE (1) | DE3442046A1 (en) |
DK (1) | DK159385C (en) |
ES (1) | ES296329Y (en) |
FI (1) | FI85247C (en) |
HU (1) | HU195152B (en) |
NO (1) | NO166072C (en) |
PL (1) | PL151533B1 (en) |
PT (1) | PT81486B (en) |
RO (1) | RO94260B (en) |
SK (1) | SK807785A3 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3808800A1 (en) * | 1988-03-16 | 1989-10-05 | Graaff Kg | BASE FOR RAILWAY VEHICLES |
DE3911138A1 (en) * | 1989-04-06 | 1990-10-11 | Talbot Waggonfab | Underframe for double-axle railway goods wagons |
AT394531B (en) * | 1990-01-19 | 1992-04-27 | Jenbacher Werke Ag | Rail vehicle, in particular double-axle goods wagon |
DE9314921U1 (en) * | 1993-10-01 | 1994-01-27 | Waggonbau Dessau Gmbh, 06844 Dessau | Base for rail freight wagons |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE647984C (en) * | 1935-05-04 | 1937-07-17 | Daimler Benz Akt Ges | Frames for motor vehicles |
BE496547A (en) * | 1945-03-02 | |||
DE1046658B (en) * | 1958-01-08 | 1958-12-18 | Uerdingen Ag Waggonfabrik | Carrier system for mounting central buffer couplings on rail vehicles |
DE2030278C3 (en) * | 1970-06-19 | 1974-09-26 | Waggonfabrik Talbot, 5100 Aachen | Underframe for two-axle rail vehicles |
DD101344A1 (en) * | 1972-12-15 | 1973-11-12 | ||
DD204665B1 (en) * | 1982-02-25 | 1986-12-10 | Niesky Waggonbau Veb | AXLE SUPPORT FOR 2-AXIS RAIL VEHICLES |
-
1984
- 1984-11-16 DE DE19843442046 patent/DE3442046A1/en active Granted
-
1985
- 1985-10-23 EP EP85113438A patent/EP0182138B1/en not_active Expired - Lifetime
- 1985-10-23 AT AT85113438T patent/ATE57348T1/en not_active IP Right Cessation
- 1985-10-28 FI FI854230A patent/FI85247C/en not_active IP Right Cessation
- 1985-11-07 RO RO120680A patent/RO94260B/en unknown
- 1985-11-08 CZ CS858077A patent/CZ278887B6/en not_active IP Right Cessation
- 1985-11-08 SK SK8077-85A patent/SK807785A3/en unknown
- 1985-11-11 PL PL1985256195A patent/PL151533B1/en unknown
- 1985-11-11 DK DK519085A patent/DK159385C/en active
- 1985-11-14 PT PT81486A patent/PT81486B/en unknown
- 1985-11-15 HU HU854373A patent/HU195152B/en not_active IP Right Cessation
- 1985-11-15 NO NO854566A patent/NO166072C/en unknown
- 1985-11-15 DD DD85282914A patent/DD243678A5/en not_active IP Right Cessation
- 1985-11-15 ES ES1985296329U patent/ES296329Y/en not_active Expired
Also Published As
Publication number | Publication date |
---|---|
DK159385B (en) | 1990-10-08 |
FI85247C (en) | 1993-07-26 |
CZ278887B6 (en) | 1994-08-17 |
PT81486B (en) | 1987-09-18 |
PT81486A (en) | 1985-12-01 |
ES296329Y (en) | 1988-04-16 |
NO854566L (en) | 1986-05-20 |
FI854230A0 (en) | 1985-10-28 |
NO166072C (en) | 1991-05-29 |
DK519085A (en) | 1986-05-17 |
HUT40043A (en) | 1986-11-28 |
DD243678A5 (en) | 1987-03-11 |
DE3442046A1 (en) | 1986-05-22 |
RO94260B (en) | 1988-03-31 |
SK277953B6 (en) | 1995-09-13 |
DK519085D0 (en) | 1985-11-11 |
EP0182138A3 (en) | 1987-01-21 |
DK159385C (en) | 1991-04-08 |
PL256195A1 (en) | 1986-09-23 |
FI85247B (en) | 1991-12-13 |
EP0182138B1 (en) | 1990-10-10 |
ES296329U (en) | 1987-09-01 |
DE3442046C2 (en) | 1992-10-29 |
FI854230L (en) | 1986-05-17 |
HU195152B (en) | 1988-04-28 |
SK807785A3 (en) | 1995-09-13 |
PL151533B1 (en) | 1990-09-28 |
EP0182138A2 (en) | 1986-05-28 |
ATE57348T1 (en) | 1990-10-15 |
CZ807785A3 (en) | 1994-03-16 |
RO94260A (en) | 1988-03-30 |
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