WO2020233735A1 - Système de sécurité pour la fixation d'une unité de réception de charge contre un châssis de véhicule ferroviaire - Google Patents

Système de sécurité pour la fixation d'une unité de réception de charge contre un châssis de véhicule ferroviaire Download PDF

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Publication number
WO2020233735A1
WO2020233735A1 PCT/DE2020/100278 DE2020100278W WO2020233735A1 WO 2020233735 A1 WO2020233735 A1 WO 2020233735A1 DE 2020100278 W DE2020100278 W DE 2020100278W WO 2020233735 A1 WO2020233735 A1 WO 2020233735A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail vehicle
longitudinal axis
receiving unit
vehicle underframe
securing
Prior art date
Application number
PCT/DE2020/100278
Other languages
German (de)
English (en)
Inventor
Holger Schmidt
Frank Bäseke
Werner Mantsch
Dominik Strunz
Original Assignee
Deutsche Bahn Ag
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Deutsche Bahn Ag filed Critical Deutsche Bahn Ag
Publication of WO2020233735A1 publication Critical patent/WO2020233735A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D5/00—Tank wagons for carrying fluent materials
    • B61D5/06—Mounting of tanks; Integral bodies and frames

Definitions

  • the invention relates to a securing system for securing a load receiving unit against a rail vehicle underframe, as well as a rail vehicle underframe and a load receiving unit with such a securing system.
  • the transport of goods by means of exchangeable load handling units on rail vehicle underframes has established itself on a broad front in the past decades and is now the generally accepted state of the art.
  • these load-receiving units are standardized containers that are placed on flat wagons.
  • the position of the container on the wagon is secured by means of locking pins that engage in standardized openings, mostly in the area of the corner connectors of a container, and fix the container against the wagon.
  • Such locking pins are known in large numbers from the prior art, for example from DE 10 2012 213 104 A1.
  • the invention is therefore based on the object of providing a securing system for setting a load receiving unit against a rail vehicle underframe, as well as a rail vehicle underframe and a load receiving unit with such a securing system, which is suitable for gravity-assisted maneuvering over drainage systems .
  • the securing system comprises at least one first fixing element on the rail vehicle underframe, which has a plurality of first longitudinal axes that are parallel to the longitudinal axis of the rail vehicle underframe and that are along one another
  • This first longitudinal axis has teeth spaced apart from this first longitudinal axis with straight tooth flanks aligned at right angles to the first longitudinal axis
  • at least one second securing element on an underside of the load receiving unit provided for resting on the rail vehicle underframe which has a plurality of along a length of the load receiving unit Unit arranged parallel to the second longitudinal axis and spaced apart from one another along these two th longitudinal axis teeth with straight tooth flanks aligned at right angles to the second longitudinal axis, the teeth of which for engagement in the spaces between ischen the tooth flanks of the first fixing element are directed.
  • a securing system is implemented which can absorb the forces acting in the longitudinal direction of the load receiving unit (or in a direction parallel to its longitudinal axis) and divert them via the rail vehicle underframe.
  • the security system according to the invention provides active surfaces in the form of a plurality of straight tooth flanks arranged at right angles with respect to the charge receiving unit and the rail vehicle underframe. These can be dimensioned both in number and in their respective area or size with regard to the loads to be transmitted, so that the safety system according to the invention can be adapted to different load cases and can be easily scaled.
  • the securing system can also be used without any problems on those rail vehicle underframes or load receiving units that are additionally equipped with conventional locking pins without the locking pins or their mounting pins. Receiving openings in the corner connectors of the cargo receiving units whatever modifications would be required. Both securing systems complement each other and can be used without modifications on the same rail vehicle underframe or on the same load handling unit.
  • the first securing element or second securing element is designed as a toothed rack.
  • the securing element can be mounted with little effort on the rail vehicle subframe or on the load receiving unit, which is particularly advantageous when retrofitting existing vehicles or load receiving units.
  • the tooth base in the space between the tooth flanks of the first and second securing element provides an effective surface for the additional derivation of force components into the rail vehicle undercarriage that occur in a direction perpendicular to the longitudinal direction of the load receiving unit.
  • first securing element is slidably mounted parallel to its longitudinal axis or the second securing element parallel to its longitudinal axis, for example by means of a sliding plate.
  • first securing element is slidably mounted parallel to its longitudinal axis or the second securing element parallel to its longitudinal axis, for example by means of a sliding plate.
  • the first securing element or second securing element can be designed as a recess in a component of the rail vehicle undercarriage or the load receiving unit.
  • a securing element can be designed, for example, in the form of a ladder rack sunk into the rail vehicle subframe or the load receiving unit, the rungs of which form the teeth of the rack.
  • the lead-in bevels can also be used as permanent components on the rail vehicle subframe or on the underside of the load receiving unit.
  • the lead-in bevels have so well first active surfaces that are inclined in the longitudinal direction of the rail vehicle subframe or the load receiving unit, as well as second active surfaces in a direction at right angles thereto, ie in a direction to the transverse direction of the rail vehicle subframe or the Charge receiving device are inclined.
  • a first external tooth of the fixing element has an insertion bevel with an active surface oriented in a first direction, while the remaining teeth of the same fixing element have insertion bevels with active surfaces oriented in a second direction.
  • the basic concept according to the invention also provides that the first fixing element is arranged on a longitudinal member of the rail vehicle underframe, very preferably on its central longitudinal member.
  • This has the advantage that the distance between the first securing element and the longitudinal axis of the rail vehicle is limited to an unavoidable minimum value and thus the dissipation of forces acting on the load receiving unit onto the rail vehicle undercarriage results in only a very low torque.
  • two fixing elements are arranged axially symmetrically to one another on both sides of the central longitudinal member, so that the torques introduced via these to the fixing elements on the underframe mutually cancel each other completely.
  • the first securing element is preferably arranged on a head piece of the rail vehicle underframe.
  • a “head piece” is to be understood as the component of the rail vehicle underframe on which the underframe is supported on rail running gear (in the form of bogies or individual axles).
  • rail running gear in the form of bogies or individual axles.
  • the location of the force dissipation on the undercarriage is positioned at a position close to the bogies or rail running gear of the rail vehicle. This also reduces the occurrence of loads caused by moments that are induced by the force dissipation from the load receiving unit to the rail vehicle underframe.
  • the invention also relates to a rail vehicle underframe with at least one first securing element and to a load receiving unit with at least one second securing element, which is designed in accordance with at least one of the aforementioned claims.
  • the charge receiving unit has at least one contact surface parallel to the longitudinal axis of the charge receiving unit on its underside intended to be placed on the rail vehicle underframe, which is used to abut against a longitudinal member of the rail vehicle -The underframe is set up.
  • strip-like elements are provided for this purpose, which have a sufficiently large longitudinal extent in the direction of the longitudinal axis of the Ladungsaufnah me unit and thus form two opposing contact surfaces, by means of which the charge receiving unit in a to the longitudinal direction of the rail vehicle underframe or is set against relative movements at right angles to the longitudinal direction of the charge receiving unit.
  • these contact surfaces support the parallel alignment of the load receiving unit with the rail vehicle underframe.
  • Figure 1 perspective view of a rail freight car
  • FIG. 2 perspective view of the underframe of the rail freight wagon formed from a central support and two end-side head pieces
  • FIG. 3 Detailed view of a head piece with the vehicle-side securing element (10) and the securing element of the load receiving unit (20)
  • FIG. 4 Detailed view of a securing element (10) on the vehicle in cooperation with a securing element of the charge receiving unit (20)
  • Figure 5 Detailed view of the underside of the charge receiving unit (2) with two fixing elements (20) and contact edge (25)
  • FIG. 1 a perspective view of a rail freight wagon is shown, which comprises a rail vehicle underframe (1) and a load-receiving unit (2) supported on this underframe.
  • load-receiving units can serve the most varied of transport purposes and thus have the most varied of types of cubature, load securing and accessibility to the goods to be transported. In the sense of a non-exhaustive list, this can include silos for the transport of dust or bulk goods, tanks for the transport of liquid goods, containers or box bodies for the transport of piece goods, stanchions for the transport of round goods (e.g. logs, Pipes, coils, etc.) or flat goods (e.g. sawn timber, steel plates), transport decks for motor vehicles, etc.
  • round goods e.g. logs, Pipes, coils, etc.
  • flat goods e.g. sawn timber, steel plates
  • the load receiving unit (2) is supported with its underside on the loading area spanned by the rail vehicle underframe. To secure the load receiving unit (2) against the dynamic loads occurring when moving the rail vehicle, both conventional locking pins are provided that engage in corner fittings of the load receiving unit (2). In addition, a securing system is provided for securing the load receiving unit (2) against the rail vehicle underframe (1) according to the invention described here.
  • FIG 2 is a perspective view of a central support (3) and two end-side head pieces (4) formed underframe (1) of the rail freight car is shown.
  • the rail vehicle underframe (1) has a longitudinal vehicle axis (A).
  • the couplings and bogies of the rail freight car are arranged in a known manner in the area of the head pieces. But since these are not part of the sub-frame according to the invention in the strict sense, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the figures of this, this, they are not shown in the
  • FIG. 3 Further details of the structural design of a sub-frame according to the invention in the area of the head pieces are shown in FIG.
  • a coupling socket is placed at the front end of the end portion of the central beam (3) .
  • Either the towing device (or the towing hook) of a conventional screw coupling or an automatic (i.e. automatic) rail vehicle coupling can be built into this coupling receptacle.
  • a side longitudinal member is attached on both sides of the end section of the central beam (3) or the coupling receptacle.
  • both side longitudinal members In the area of their first end (i.e. their end oriented towards the end face of the underframe), both side longitudinal members each have a support against the coupling receptacle.
  • a buffer plate is attached to each side longitudinal member, on each of which a side buffer (not shown in FIG. 3) can be attached.
  • Both fixing elements (10) are each designed as a toothed rack, which comprises a plurality of teeth (11) which are spaced apart from one another and aligned along a longitudinal axis. Both racks are aligned parallel to each other in such a way that the longitudinal axes of both toothed racks are aligned parallel to the longitudinal axis (A) of the rail vehicle and the tooth flanks of the teeth (11) of both racks (10) each lie in a common plane which is at right angles to the rail vehicle -Longitudinal axis (A) is penetrated.
  • the securing elements (20) of the charge receiving unit (2) (not shown in FIG. 3 for reasons of clarity) are shown in FIG.
  • These securing elements (20) of the charge receiving unit are also designed as a rack with a plurality of teeth (22) and correspond to the arrangement of the securing elements (10) of the rail vehicle.
  • tool underframe ie with a corresponding alignment along the longitudinal axis of the charge receiving unit and the same at right angles to this was from each other
  • the teeth (21) of the second fixing elements (20) to engage in the spaces (13) of the first fixing elements (10) are set up.
  • the width of a tooth (11) of the first securing element (10) corresponds to the width of the space (23) between the teeth (21) of the second securing element (20).
  • the width of a tooth (21) of the second fixing element (20) corresponds to the width of the space (13) between the teeth (11) of the first fixing element (10).
  • FIG. 4 shows the interaction of such a first vehicle-side fixing element (10), which is attached to the central longitudinal member (3) of a rail vehicle underframe, with a second fixing element (20) of a load receiving unit (load receiving unit Unit not shown in Figure 4 for reasons of clarity).
  • FIG. 5 shows a detailed view of the underside of the charge receiving unit (2) with two securing elements (20) and contact edge (25).
  • Each fixing element (20) comprises a plurality of teeth (21) which are spaced from one another and are arranged along a longitudinal axis (D) in the form of a rack.
  • Each tooth has two straight tooth flanks (12) aligned at right angles to the longitudinal axis (D).
  • the dimensions of each tooth gap (23) correspond to the dimensions of a tooth (11) of the toothed racks (10) attached to the rail vehicle subframe (1).
  • the pitch of the racks (20), ie the distance between two successive, identically oriented tooth flanks (22), as well as the dimensions of each tooth (21) correspond to the corresponding dimensions of the tooth gaps (13) or the pitch of the racks (10) ).
  • Each of the two toothed racks (20) is arranged on the underside of the charge receiving unit (2) in such a way that its respective longitudinal axis (D) runs parallel to the longitudinal axis (C) of the charge receiving unit, which runs centrally through it and these in two to each other symmetrical halves, is aligned.
  • the distance between the two racks (20), which is at right angles to these two longitudinal axes (C, D) corresponds to the corresponding distance between the racks (10) on the rail vehicle undercarriage.
  • the teeth (21) point on their end faces, which are approximated in a direction in which the load-receiving unit (2) against a rail vehicle underframe (1) for the purpose of mutual fixing (usually a vertical movement from an upper Starting position of the load receiving unit on a lower-lying transport position in which the load receiving unit rests on the rail vehicle underframe and is fixed against it), an insertion slope (24), which enables the alignment of the load receiving unit (2) with respect to the rail vehicle Underframe (1) and the introduction of their teeth (21) into the tooth gaps (13) of the rack on the rail vehicle underframe (1) facilitated.
  • two strips parallel to the longitudinal axis (C) of the load-bearing unit are arranged on the underside of the load-receiving unit (2), whose distance from one another corresponds to the width of the central longitudinal member (3) of the rail vehicle sub-frame (1).
  • these bars are not shown in FIG. 5 and are aligned parallel to the longitudinal axis (C) and approximately in direct extension of the two toothed racks (20) or their longitudinal axes (D) on those of the (in FIG visible) front edge of the charge receiving unit remote side (ie arranged in Figure 5 to the left of the racks (20)).
  • These strips form two opposing mooring surfaces, by means of which the charge receiving unit (2) is set against relative movements in a direction perpendicular to the longitudinal direction of the rail vehicle underframe or to the longitudinal direction (C) of the charge receiving unit.
  • these strips have - analogously to the teeth (21) of the charge receiving unit - a bevel of the end face on the edges oriented towards the respective contact surface.
  • FIG. 6 shows an alternative embodiment of the invention in the form of two toothed racks (10) integrated on both sides in a central longitudinal member (3) of a rail vehicle undercarriage.
  • notches (16) are incorporated in the teeth (11). These are dimensioned with regard to position and recess in the respective tooth so that the load-bearing capacity of each tooth notched in this way is not reduced over the tooth flank (12) becomes.
  • rack according to the second embodiment is also compatible with the fixing elements (20) of the charge receiving unit (2).
  • each fixing element (10) comprises a plurality of teeth (11) which are spaced apart from one another and are arranged along a longitudinal axis (B) in the form of a rack.
  • Each tooth has two straight tooth flanks (12) aligned at right angles to the longitudinal axis (B).
  • the dimensions of each tooth space (13) corresponds to the dimensions of a tooth (21) of the racks (20) attached to the charge receiving unit (2).
  • the pitch of the racks (10) that is, the distance between two successive, identically oriented tooth flanks (12) and the dimensions of each tooth (11) correspond to the corresponding dimensions of the tooth gaps (23) or the pitch of the racks (20) ).
  • Each of the two racks (10) is arranged on the top belt of the central longitudinal member (3) that its respective longitudinal axis (B) is parallel to the longitudinal axis (A) of the central longitudinal member (3) or the rail vehicle underframe (1) is directed.
  • the distance between the two racks (10), which is at right angles with respect to these two longitudinal axes (A, B), corresponds to the corresponding distance between the racks (20) on the charge receiving unit (2).
  • the outermost teeth in the longitudinal direction (A) have an insertion bevel (14) on their outwardly oriented edges, which facilitates the alignment of the load receiving unit (2) with respect to the rail vehicle underframe (1) in the longitudinal direction (A).

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Abstract

L'invention concerne un système de sécurité pour la fixation d'une unité de réception de charge contre un châssis de véhicule ferroviaire, ainsi qu'un châssis de véhicule ferroviaire et une unité de réception de charge comprenant un tel système de sécurité. Celui-ci doit être adapté aux manœuvres assistées par la gravitation à travers des installations de triage. Cela est obtenu, selon l'invention, par le fait que le système de sécurité comprend au moins un premier élément de fixation (10) sur le châssis de véhicule ferroviaire (1), lequel présente une pluralité de dents (11) disposées le long d'un premier axe longitudinal (B) parallèle à l'axe longitudinal (A) du châssis de véhicule ferroviaire (1) et espacées les unes des autres le long de ce premier axe longitudinal (B), présentant des flancs de dent (12) rectilignes et orientés perpendiculairement au premier axe longitudinal (B), ainsi qu'au moins un deuxième élément de fixation (20) sur une face inférieure de l'unité de réception de charge (2) prévue pour la mise en place sur le châssis de véhicule ferroviaire, lequel présente une pluralité de dents (21) disposées le long d'un deuxième axe longitudinal (D) parallèle à l'axe longitudinal de l'unité de réception de charge (C) et espacées les unes des autres le long de ce deuxième axe longitudinal (D), présentant des flancs de dent (22) rectilignes et orientés perpendiculairement au deuxième axe longitudinal (D), dont les dents (21) sont conçues pour entrer en prise dans les interstices (13) entre les flancs de dent (12) du premier élément de fixation (10).
PCT/DE2020/100278 2019-05-17 2020-04-03 Système de sécurité pour la fixation d'une unité de réception de charge contre un châssis de véhicule ferroviaire WO2020233735A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019113055.7A DE102019113055B4 (de) 2019-05-17 2019-05-17 Sicherungssystem zum Festlegen einer Ladungsaufnahme-Einheit gegen ein Schienenfahrzeug-Untergestell
DE102019113055.7 2019-05-17

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WO2020233735A1 true WO2020233735A1 (fr) 2020-11-26

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PCT/DE2020/100278 WO2020233735A1 (fr) 2019-05-17 2020-04-03 Système de sécurité pour la fixation d'une unité de réception de charge contre un châssis de véhicule ferroviaire

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DE (1) DE102019113055B4 (fr)
WO (1) WO2020233735A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1245281A (en) * 1915-12-06 1917-11-06 Abram E Smith Railroad tank-car.
US1261182A (en) * 1916-03-16 1918-04-02 William J Tangerman Tank-car anchorage.
US1290574A (en) * 1917-07-13 1919-01-07 William L Kellogg Tank-car anchor.
DE1016735B (de) * 1955-12-31 1957-10-03 Linke Hofmann Busch Lagerung des Kessels eines zweiachsigen untergestellfreien Kesselwagens
DE102012213104A1 (de) 2012-07-25 2014-01-30 Jost-Werke Gmbh Containerverriegelung

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE8709539U1 (fr) * 1987-07-10 1987-10-29 Bock, Normann, 2808 Syke, De

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1245281A (en) * 1915-12-06 1917-11-06 Abram E Smith Railroad tank-car.
US1261182A (en) * 1916-03-16 1918-04-02 William J Tangerman Tank-car anchorage.
US1290574A (en) * 1917-07-13 1919-01-07 William L Kellogg Tank-car anchor.
DE1016735B (de) * 1955-12-31 1957-10-03 Linke Hofmann Busch Lagerung des Kessels eines zweiachsigen untergestellfreien Kesselwagens
DE102012213104A1 (de) 2012-07-25 2014-01-30 Jost-Werke Gmbh Containerverriegelung

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DE102019113055A1 (de) 2020-11-19
DE102019113055B4 (de) 2021-03-11

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