RU199335U1 - RAIL VEHICLE WAGON - Google Patents

Abstract

The utility model relates to a carriage (2) of a rail vehicle containing a lower frame (4, 32, 34, 38) of a car body with two side members (8) located outside and with one holder (10, 36) located between these two side members (8) ), as well as a pivoting bogie (6) with an external connecting device (14, 14a-14d) for transferring force between the pivoting bogie (6) and the lower frame (4, 32, 34, 38) of the car body. To ensure the economical manufacture of the rail vehicle wagon (2), it is proposed that the connecting device (14, 14a-14d) be connected in this way to another holder (10, 36) of the lower frame (4, 32, 34, 38) of the wagon body so that the connecting device (14, 14a-14d) could transmit the force through the next holder (10, 36) to the lower frame (4, 32, 34, 38) of the car body, and the rotary bogie (6) is a rotary bogie located inside. 8 h. p. f-ly, 7 ill.

Description

The utility model relates to a rail vehicle in accordance with the restrictive part of clause 1 of the utility model claims.

The bodies of modern wagons of rail vehicles are currently implemented at least in the form of self-supporting metal structures. Such a car body is assembled from a lower frame, side walls, end walls, and also a roof. Typically, the lower frames of the car bodies are made up of several different holders, for example, located outside the side members and located between them of the main cross beams.

The connecting device of the swivel bogie, on which the car body is supported by its lower frame, serves to transfer the force between the swivel bogie and the lower frame of the car body.

If the lower frame of the car body of the rail vehicle is supported by a wide pivoting bogie, the force can be transmitted from the external connecting device of the pivoting bogie directly to the side member of the lower frame of the car body located outside.

More recently, narrow slewing bogies have become increasingly preferred over wide slewing bogies because narrow slewing bogies can be lighter and / or less resistant to airflow than wide slewing bogies.

The closest analogue of the claimed utility model is a rail vehicle known from WO 2012/031807 (publ. 03/15/2012) containing a car body lower frame with two side members located outside and with one holder located between these two side members, as well as a rotary bogie with an external a connecting device for transferring force between the swivel bogie and the lower frame of the car body.

When the underframe of a rail vehicle car body rests on a narrow slewing bogie, under certain circumstances, the force from the external connecting device of the slewing bogie cannot be transmitted directly to the outer side member. In this case, for example, curved brackets can be used, which are screwed or welded to the side members located outside, in order to be able to transfer forces through these brackets between the pivoting carriage and the side member. The manufacture of such consoles, as well as their attachment to the side members, is, however, associated with high costs.

The purpose of the utility model is to create a rail vehicle wagon that can be manufactured in an economical manner, in particular when its lower frame must be supported on a narrow pivoting bogie.

This problem is solved in accordance with the utility model by means of a railroad vehicle, characterized by the features of claim 1 of the utility model formula.

Preferred embodiments of a rail vehicle wagon according to the invention are accordingly the subject of the dependent claims as well as the following description.

A carriage of a rail vehicle in accordance with the utility model comprises a lower frame of the car body with two side members located outside and one other holder located between these two side members. Further, a carriage of a rail vehicle in accordance with the utility model comprises a pivoting bogie with an external connecting device for transferring force between the pivoting bogie and the lower frame of the car body. The connecting device is thus connected to the car body lower frame holder, that the connecting device can transmit force through the holder to the car body lower frame.

With this type of fastening, it is possible to dispense with (curved) consoles, which are fastened to the side members located outside, which makes it possible to obtain an economical structure of a rail vehicle wagon. The force transmitted by means of the connecting device from the swivel bogie to the lower frame of the car body can be (instead of one of the side members located outside) through the other holder located between the two outside side members to the lower frame of the car body. In other words, in this utility model, the said holder can function as that element of the lower frame of the car body, through which the force transmitted by the connecting device from the swivel bogie to the lower frame of the car body is transmitted to the lower frame of the car body. The carrier can, for its part, transmit the force transmitted to it from the rotating bogie to at least one of the side members located outside and / or to other elements of the car body.

Further, the force transmitted by the connecting device from the swivel bogie to the lower frame of the car body, regardless of the width of the lower frame of the car body with a given clearance relative to the longitudinal median plane of the lower frame of the car body, can be transferred to the lower frame of the car body. In other words, regardless of whether the lower frame of the car body is wide or narrow, the transfer of the force transmitted from the swing bogie to the lower frame of the car body can be carried out with a constant clearance relative to the longitudinal median plane of the lower frame of the car body. In an expedient embodiment, the gap relative to the longitudinal median plane of the lower frame of the car body, on which the force is transmitted, is coordinated with the gap that the connecting device has relative to the longitudinal median plane of the pivoting bogie.

A large width of the lower frame of the car body can be realized by means of a long holder length in the transverse direction of the car. Accordingly, a small width of the lower frame of the car body can be realized by a short length of the holder in the transverse direction of the car. In principle, it is possible, in principle, to dispense with the constructive coordination of the swivel bogie with the selected width of the lower frame of the car body.

In a preferred embodiment, the outer side members of the car body lower frame respectively form a longitudinal edge of the car body lower frame. The outer side members are preferably located, respectively, directly below one of the lateral sides of the rail vehicle, i. E. in the transverse direction of the car without displacement relative to the corresponding side wall.

An external connecting device for a pivoting bogie is understood to mean a device for transmitting a force between the pivoting bogie and the lower frame of the car body, which - relative to the longitudinal median plane of the pivoting bogie - is located in the outer region of the pivoting bogie. The wording “for transferring force between the swing bogie and the lower frame of the wagon body" should be understood in such a way that the coupling device can transmit the force from the swing bogie to the lower frame of the wagon body, as well as in the opposite direction, i.e. from the lower frame of the car body to the swivel bogie.

The pivot bogie of a rail vehicle wagon may be an externally disposed pivot bogie (also referred to as an outer pivot bogie). In a preferred embodiment of the invention, the pivot carriage is an internally disposed pivot carriage (also referred to as an internally disposed pivot carriage). Inside pivot carts are generally lighter and have less airflow resistance than outside pivot carriages.

It is further preferred if the coupling device is positively connected to the holder.

For example, the connector can be screwed onto the holder. This enables the economical fastening of the connecting device to the lower frame holder of the car body. Furthermore, in such a case, the connecting device can be detached from the holder in an economical manner, if necessary - for example, in the case when the swivel carriage is to be replaced.

Alternatively or in addition to this, there can be a continuous connection, in particular a welded connection or a geometric connection between the connecting device and the holder.

The connecting device may have a contact surface with which the connecting device contacts the holder. Those. the connecting device can be in direct contact with the holder. Alternatively, the connecting device, in the intermediate position of another element, for example a connecting plate, can be connected to the holder.

In a preferred embodiment of the invention, the next holder is the main transverse beam of the lower frame of the car body. In this case, the carrier preferably adjoins both external side members.

In another preferred embodiment of the utility model, the carrier is an inner spar located between one of the two external side members and the main cross member of the car body's lower frame. In this case, the carrier preferably adjoins the main transverse beam of the lower frame of the car body and also one of the two side members located outside.

Said connecting device can be implemented, for example, in the form of a cantilever for shock absorbers. Alternatively, the connecting device can be implemented as a secondary shock absorber or as a lateral clearance limiter.

Further, the said connecting device can be implemented in the form of an oscillating thrust bearing. An oscillating thrust bearing in this case should be understood as a bearing for supporting an oscillating support rod of an oscillating support of a pivot carriage.

In a preferred embodiment, the pivoting bogie comprises the following external connection device for transferring force between the pivoting bogie and the lower frame of the car body, which is thus connected to the holder of the lower frame of the car body, such that this connecting device can transmit the force through the holder to the lower frame of the car body.

A further connecting device and the aforementioned connecting device are expediently understood to mean connecting devices of the same type. That is, if the aforementioned connecting device is implemented, for example, in the form of a cantilever for the shock absorbers, the next connecting device is expediently also implemented as a cantilever for the shock absorbers. If the aforementioned connecting device is implemented, for example, in the form of a secondary shock absorber, then the next connecting device is expediently also implemented as a secondary shock absorber, etc.

Preferably, the aforementioned connecting device and the next connecting device are arranged mirror-symmetrically with respect to the longitudinal median plane of the pivoting carriage.

In a preferred embodiment, the pivoting bogie comprises several different connecting blocks, respectively with two connecting devices, which are thus connected to the carrier of the lower frame of the car body, so that the connecting devices of the corresponding connecting block can transmit force through the carrier to the lower frame of the car body. The connecting blocks can be arranged, in particular, one behind the other.

At one of several connecting blocks, the connecting devices can be implemented, respectively, in the form of shock absorber consoles. Further, the connecting devices at the other of the several connecting blocks can be implemented, respectively, in the form of secondary shock absorbers. With one other of several connecting blocks, the connecting devices can be implemented, respectively, in the form of a lateral clearance limiter. In addition, in the next of the several connecting blocks, the connecting devices can be implemented, respectively, in the form of swinging thrust bearings.

The previously presented description of the preferred embodiments of the utility model contains numerous features, which are, in part, for the most part, in a generalized form, set forth in separate dependent claims of the utility model. These features can, however, also be considered separately and arranged in other expedient combinations. In particular, these features, respectively, individually and in any suitable combination can be combined with a rail vehicle carriage in accordance with the invention.

Even if in the description or in the claims of a utility model some terms are used, respectively, in the singular or in combination with a numeral, the scope of the utility model for these terms should not be limited to a single number or the corresponding numeral.

The above-described properties, features and advantages of the utility model, as well as the type and method of obtaining them, become clearer and better understood in connection with the following description of examples of implementation, which is explained in more detail on the basis of the drawings. The exemplary embodiments serve to explain the utility model and do not limit the utility model to the combinations of features presented there, as well as in relation to functional features. In addition, the appropriate features of each embodiment can also be considered in detail separately, being taken from the context of the embodiment and moved to another embodiment to supplement it, and can be combined with any of the claims of the utility model.

If the same reference numerals are used in the different figures, then basically the same or corresponding elements are provided with them.

The drawings show the following:

fig. 1 - a fragment of a rail vehicle with a lower frame of the car body and a swivel bogie in a downward tilted view;

fig. 2 - the lower frame of the car body of the rail vehicle in a downward inclined view;

fig. 3 is a sectional view of the lower frame of the car body of FIG. 2;

fig. 4 - the lower frame of the body of another, wider carriage of the rail vehicle in a downward inclined view;

fig. 5 is a sectional view of the lower frame of the car body of FIG. 4;

fig. 6 is a sectional view of the lower body frame of the next narrow carriage of a rail vehicle; and

fig. 7 is a sectional view of the lower body frame of another next wide carriage of a rail vehicle.

FIG. 1 shows a fragment of a carriage 2 of a rail vehicle in a downward inclined view. FIG. 1, the longitudinal side of the lower frame 4 of the body of the rail car 2 and the longitudinal side of the pivot bogie 6 of the rail car 2 can be seen.

The lower frame 4 of the car body rests on the depicted pivoting bogie 6 and contains two spars 8 located outside, as well as a holder 10 installed between two outside spars 8, made in the form of a main transverse beam 10, and in Fig. 1, only one of the two side members 8 can be seen.

The pivoting carriage 6 contains two sets of toothed wheels, respectively, with two wheel disks 12, and in FIG. 1 of the two sets of toothed wheels, only one wheel disk 12 can be (partially) visible. In the exemplary embodiment shown, the pivoting carriage 6 is designed as a rotary carriage installed inside. The bearings of the wheel sets of the rotary bogie 6 are thus located, respectively, between the wheel disks 12.

FIG. 1, the first connecting device 14a, the second connecting device 14b, the third connecting device 14c, as well as the fourth connecting device 14d of the turning carriage 6 can be seen. These connecting devices 14a - 14d are located in the outer region of the turning carriage 6 and serve, respectively, to transmit the force between the pivoting bogie 6 and the lower frame 4 of the car body.

The connecting devices 14a-14d are thus connected to the main transverse beam of the car body lower frame 4, such that the corresponding coupling device 14a-14d can transmit force through the main transverse beam 10 to the car body lower frame 4.

The first connecting device 14a is understood to mean a shock absorber bracket on which two shock absorbers 16 are attached to the swinging carriage 6. In principle, one of these two shock absorbers 16 can be omitted. For maximum clarity, in the exemplary embodiment proposed, however, two shock absorbers 16 are provided (on each longitudinal side of the pivoting carriage 6).

The second connecting device 14b is an oscillating thrust bearing on which the oscillating support bar 18 (also referred to as torsion bar) of the pivot carriage 6 is mounted.

The third connecting device 14c is understood to be a secondary shock absorber and the fourth connecting device 14d is a bend-dependent lateral clearance limiter.

The first connecting device 14a is screwed onto the main crossbeam 10 and has a contact surface whereby it contacts the main crossbeam 10. The fourth connecting device 14d is also screwed onto the main crossbeam and has a contact surface whereby it contacts the main crossbeam.

The second and third connecting devices 14b, 14c are also screwed onto the main crossbeam, both of these connecting devices 14b, 14c are not, however, in direct contact with the main crossbeam. Between the second connecting device 14b and the main crossbeam, a portion of the first connecting device 14a (i.e., the boom arm) is positioned. The third connecting device 14c is screwed to the main crossbeam by means of a portion of the fourth connecting device 14d (i.e. lateral clearance limiter).

On its opposite longitudinal side, the pivoting bogie 6 has the same connecting devices, and they are connected in the same way to the main transverse beam of the lower frame 4 of the car body as the above-mentioned connecting devices 14a to 14d.

FIG. 2 shows the lower body frame 4 of a carriage 2 of the rail vehicle of FIG. 1 in a downward tilted view.

As seen from FIG. 2, both located outside the spar 8 respectively form the longitudinal edge of the lower frame 4 of the car body. In its longitudinal direction, the corresponding spar 8 is located in the longitudinal direction 20 of the car, while the main transverse beam in its longitudinal direction is located in the transverse direction 22 of the car.

The main transverse girder is adjacent to both outer side members 8, so that the lower frame 4 of the car body has a width 24, which corresponds to the sum of the dimensions of the main transverse girder 10, as well as both side members 8 in the transverse direction 22 of the car.

FIG. 2, three parallel dash-dot lines are drawn. The middle of the three dash-dotted lines is located in the longitudinal median plane of the lower frame 4 of the car body. Both outer dash-dot lines are located at an equal distance 26 from the middle dash-dot line and run along the attachment points of the connecting devices 14a - 14d of the rotary carriage 6.

Further, based on FIG. 2, it can be seen that the main crossbeam has a large number of holes 28 for screwing on the previously mentioned connecting devices 14a-14d. They can be provided, respectively, with an internal thread. Alternatively, one or more threaded plates can be disposed on the screw holes.

FIG. 3 shows a cross-sectional view of the lower frame 4 of the car body of FIG. 2.

FIG. 3 shows one of the two side members 8 located outside of the lower frame 4 of the car body, as well as a fragment of the main transverse beam. The following shows the connecting device 14 of the pivot carriage 6 screwed onto the main crossbeam, which by way of example is any of the previously mentioned connecting devices 14a to 14d.

Further, in FIG. 3 shows an opening 30 of the main crossbeam through which one or more electrical wires and / or one or more fluid lines can be passed.

In the exemplary example, the connecting device 14 is located centrally with respect to the opening 30 of the main crossbeam, i.e. in the transverse direction 22 of the car without displacement relative to the hole 30.

The descriptions of the following embodiments are limited, respectively, primarily by differences from the previous embodiment, which is referred to for the same features and functions. The same features are borrowed in the following examples of implementation without re-describing them.

FIG. 4 shows the lower body frame 32 of another rail vehicle car in a downward tilted view.

This car body lower frame 32 has a wider width 24 than the car body lower frame 4 of FIG. 2. The greater width 24 of the lower frame 32 of the car body of FIG. 4 in comparison with the lower frame 4 of the car body of Fig. 2 is explained by the fact that the main transverse beam 10 installed between the two outer side members 8 has a greater length in the transverse direction 22 of the car. The spars 8, on the other hand, at the lower frame 4 of the car body of FIG. 2 and at the lower frame 32 of the car body of FIG. 4 are identical in terms of their dimensions. The greater width 24 of the lower frame 32 of the car body is thus achieved only due to the greater length of the main transverse beam in the transverse direction 22 of the car.

In the main transverse beam of the lower frame 32 of the car body of FIG. 4 holes 28 for screwing the connecting devices 14a - 14d are located at the same distance 26 from the longitudinal median plane of the lower frame 32 of the car body, as in the main transverse beam of the lower frame 4 of the car body in FIG. 2. Thus, the car body lower frame 32 of FIG. 4 can be supported on the same pivoting bogie as the lower frame 4 of the car body of FIG. 2, without the need for structural modification on the swivel bogie.

FIG. 5 shows a cross-sectional view of the lower frame 32 of the car body of FIG. 4.

The connecting device 14 screwed onto the main transverse beam is located at the same distance relative to the longitudinal median plane of the car body lower frame 32 as that of the car body lower frame 4 in FIG. 2. The connecting device 14 has, in the example proposed for consideration, due to the greater length of the main transverse beam in the transverse direction 22 of the car, a larger clearance relative to the next spar 8 than the lower frame 4 of the car body according to FIG. 2. In the proposed case, the connecting device 14 is located in the transverse direction 22 of the car with an offset relative to the opening 30 of the main transverse beam.

FIG. 6 shows a cross-sectional view of the lower body frame 34 of the next carriage of the rail vehicle.

This car body lower frame 34 differs from the previously described car body lower frames 4, 32 in that between the main transverse beam and each of the two outer side members 8 there is a holder 36 in the form of an inner side member 36, which is oriented parallel to the outer side members 8 ...

In the sectional view of FIG. 6 shows one of the two external side members 8, a section of the main crossbeam, and one of the two inner side members.

In the example presented for consideration, the width of the lower frame 34 of the car body corresponds to the sum of the dimensions of both outside spars 8, the main transverse beam, as well as both inner spars in the transverse direction 22 of the car.

Further, in the proposed example, it is provided that the outer connecting devices of the pivoting bogie are connected to the inner side members in such a way that the corresponding connecting device can transmit the force through the respective inner side members to the car body lower frame 34. In order to be able to screw the connecting devices onto the inner side members in the case presented (instead of the main cross member), the inner side members have a large number of holes for screwing the connecting devices.

FIG. 7 shows a cross-sectional view of the lower body frame 38 of the next carriage of the rail vehicle.

This car body lower frame 38 is wider than the car body lower frame 34 of FIG. 6. The greater width of the lower frame 38 of the car body of FIG. 7 as compared to the car body lower frame 34 of FIG. 6 is formed due to the fact that both inner spars have a greater length in the transverse direction 22 of the car. Outside side members 8, on the other hand, at the bottom frame 34 of the car body of FIG. 6 and the lower frame 38 of the car body of FIG. 7 are identical in terms of their dimensions. Also, the main transverse beam at the bottom frame 38 of the car body of FIG. 7 has the same dimensions as the lower frame 34 of the car body of FIG. 6. The greater width of the lower frame 38 of the car body is thereby achieved only due to the greater length of the inner spars in the transverse direction 22 of the car.

Holes for screwing on the connecting devices at the main cross member of the lower frame 38 of the car body of FIG. 7 are located at the same distance relative to the longitudinal median plane of the car body lower frame 38 as the main transverse beam of the car body lower frame 34 of FIG. 6. For both of these lower frames 34, 38 the car bodies can therefore be used with structurally identical pivoting bogies.

Although the utility model has been illustrated and described in detail by means of preferred embodiments, it is not limited to the examples presented, and other embodiments may be identified based on them within the scope of the legal protection.

Claims (9)

1. A carriage (2) of a rail vehicle, comprising a lower frame (4, 32, 34, 38) of a car body with two side members (8) located outside and with one holder (10, 36) located between these two side members (8), as well as a rotary bogie (6) with an external connecting device (14, 14a-14d) for transferring force between the rotary bogie (6) and the lower frame (4, 32, 34, 38) of the car body, characterized in that the connecting device (14 , 14a-14d) is thus connected to another holder (10, 36) of the lower frame (4, 32, 34, 38) of the car body, so that the connecting device (14, 14a-14d) is configured to transmit force through another holder (10, 36) onto the lower frame (4, 32, 34, 38) of the car body, and the rotary bogie (6) is a rotary bogie located inside. 2. A car according to claim 1, characterized in that the connecting device (14, 14a-14d) is positively connected to another holder (10, 36). 3. A car according to claim 1 or 2, characterized in that the connecting device (14, 14a-14d) is screwed onto another holder (10, 36). 4. The car according to any one of paragraphs. 1-3, characterized in that the other holder (10, 36) is the main transverse beam of the lower frame (4, 32, 34, 38) of the car body. 5. The car according to any one of paragraphs. 1-3, characterized in that the other holder (10, 36) is the inner spar located between one of the two outside spars (8) and the main transverse beam of the lower frame (4, 32, 34, 38) of the car body. 6. The car according to any one of paragraphs. 1-5, characterized in that the connecting device (14, 14a-14d) is made in the form of a console (14a) for the shock absorbers. 7. The car according to any one of paragraphs. 1-5, characterized in that the connecting device (14, 14a-14d) is made in the form of a secondary shock absorber (14c). 8. The car according to any one of paragraphs. 1-5, characterized in that the connecting device (14, 14a-14d) is made in the form of a lateral clearance limiter (14d). 9. The car according to any one of paragraphs. 1-5, characterized in that the connecting device (14, 14a-14d) is made in the form of an oscillating thrust bearing (14b).

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