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EP0534292A1 - Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles - Google Patents

Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles Download PDF

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Publication number
EP0534292A1
EP0534292A1 EP92115797A EP92115797A EP0534292A1 EP 0534292 A1 EP0534292 A1 EP 0534292A1 EP 92115797 A EP92115797 A EP 92115797A EP 92115797 A EP92115797 A EP 92115797A EP 0534292 A1 EP0534292 A1 EP 0534292A1
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EP
European Patent Office
Prior art keywords
abutment
support device
base frame
underframe
saddle
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP92115797A
Other languages
German (de)
French (fr)
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EP0534292B1 (en
Inventor
Günther Aust
Günter Dipl.-Ing. Beier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch GmbH
Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
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.)
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Publication date
Application filed by Linke Hofmann Busch GmbH, Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH filed Critical Linke Hofmann Busch GmbH
Publication of EP0534292A1 publication Critical patent/EP0534292A1/en
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Publication of EP0534292B1 publication Critical patent/EP0534292B1/en
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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 support device for superstructures mounted on rail-bound freight wagons according to the preamble of claim 1.
  • a support device for containers on the base of a rail freight wagon which holds the container at both ends in end saddles arranged transversely to the longitudinal direction of the rail freight wagon and can be moved longitudinally with respect to the base frame, the container in the transverse direction over the end saddles and suitable Holding elements, e.g. B. straps is held on the base.
  • a container-side stop piece is attached to each end of the container and is assigned to an abutment on the base side.
  • Each stop piece connected to the container is forcibly guided longitudinally displaceably for movements in the direction of the respectively assigned end of the base frame with respect to the respectively assigned abutment, in such a way that forces and energies from an impact initiation at one end of the base frame via the base frame and the abutment at the end facing away from the shock of the base frame are introduced into the associated stop piece of the container at the end facing away from the pushing device into the container.
  • This design relieves the connection point between the body and the base frame when the force is applied to the base frame, in particular in the event of buffer impacts on the side of the buffer joint, and the buffer force that occurs is reduced.
  • the base frame is designed to be reversibly resilient in the longitudinal direction, with an energy absorption and a notable reduction in the buffer impact force targeted reversible bending of the support structure or parts of the support structure of the head sections and / or the middle section of the base frame.
  • the middle section has two long girders arranged at a distance in the horizontal plane, which are connected by a brace which reversibly couples the long girders to each other and forces them to bend at least in the horizontal plane transverse to the longitudinal direction of the underframe.
  • the invention is therefore based on the object of designing the generic support device in such a way that the energy absorption capacity of the elements of a support device supporting the structure in the longitudinal direction against the underframe is further increased, the resilience of the structure against the underframe is improved after the buffer joint and that stiffening elements in the end areas of the structure are largely avoided.
  • the railway freight wagon shown in Fig. 1 (tank car) has a base 1 with two head sections 2 and a middle section 3 and a structure 4 (boiler), which at the ends A and B each in a transverse saddle 5 attached to the base 1 and by means of suitable Holding elements 6 (straps) is held in the transverse direction on the base frame 1.
  • the longitudinal connection of the structure 4 to the underframe 1 takes place via a support device which the structure 4 in the event of a buffer joint, i.e. H. a force transmission via the buffers into the underframe, against the underframe 1 for limited longitudinal movement.
  • the support device has a center saddle 7 on both sides of the body 4, which is fixedly connected to the body 4 in the center area of the wheelbase or bogie spacing, but not to the base frame 1.
  • a stop piece 8 is attached to the center saddle 7 symmetrically to the body transverse center plane, which is attached to a base side Abutment 9 is assigned.
  • the pairing of abutments 9 / stop piece 8 is designed and arranged in such a way that the stop piece 8 is fixed by the abutment 9 against displacements (relative movements) in the direction of the transverse central plane of the base frame 1, in the direction of the respectively assigned end A or B of the base frame 1 is held in the abutment 9 but longitudinally displaceable.
  • a tension member 10 On each abutment 9, a tension member 10 (z. B.
  • the tension member 10 is under tensile load by stretching in the elastic range with good resilience, i. H. characterized by high restoring forces.
  • the support device has at least one tension member 10 per assigned head section 2, but expediently four tension members 10, which are arranged such that two opposing and thus each head section 2 of the underframe 1 are assigned two equivalent tension members 10 in a symmetrical arrangement.
  • the tension members 10 are formed in the exemplary embodiment as an outer longitudinal member which extends from the head member 11 of the head section 2 over the main cross member 12 in the plane of the base frame 1 to the center saddle 7 and there engage the abutment 9 attached to the tension member 10 on the abutment piece 8. This provides a continuous edge delimitation that is desirable for security reasons.
  • the abutment 9 can also be designed as an elongated hole bearing and the stop piece 8 as a bolt.
  • the support device when subjected to an impact impact or buffer impact is explained below.
  • the impact energy is initially reduced by the buffers in the power flow - usually four buffers are involved in the impact - within the limits of their maximum buffer work. Since the structure 4 on the side A of the impact insertion in the direction of impact is not fixed with the body-side stop piece 8 in the base-side abutment 9, the buffer impact is passed through the base frame 1, a further part of the impact energy depending on the design of the spring constant and the Damping property of the base frame 1 is reduced in the base frame 1. The now remaining impact force or impact energy is passed at the end B of the underframe 1 into the tension member 10 (um) and guided to the center saddle 7 and is transferred there via the abutment 9 to the stop piece 8 on the container side. A reduction of the impact energy in the buffers, in the underframe 1 and in the tension members 10 associated with the end B is thus achieved before force is introduced into the connection point between underframe 1 and structure 4 on the center saddle 7.
  • the tension members 10 are effective only in one direction, namely for tensile forces from a force introduction from the end B of the base frame 1 facing away from the impact.
  • the tension members 10 assigned to the end A are not loaded when an impact is introduced at the end A of the base frame 1 and are at the force input not involved in building 4.
  • each base-side abutment 9 is arranged in the area of the head section 2 and assigned to a body-side stop piece 8, which is fixed by the abutment 9 in the direction of the transverse median plane of the freight wagon.
  • the stop piece 8 is attached to the end of the tension member 10.
  • the tension member 10 extends from the head section 2 from the stop piece 8 to the center saddle 7 and is fastened there.
  • the tension member 10 can also be designed as a continuous component, the z. B. is arranged as an outer long beam between the head sections.
  • tension members 10 are thus arranged between the structure 4 and the base frame 1, either between the base-side abutments 9 in the area of the center saddle 7 and their support at the associated end A, B of the base frame 1 or between the body-side stop pieces 8 at the carriage ends A, B and the center saddle 7 are attached.
  • a buffer impact is diverted into the tension member 10 on the side of the base frame 1 facing away from the impact, is guided to the center saddle 7 with a reduction in impact energy and is introduced into the structure 4 from there.
  • connection of the tension member 10 between the center saddle 7 and stop piece 8 in the second exemplary embodiment corresponds functionally to the connection from the first exemplary embodiment when the elements are assigned functionally.
  • the length of the tension member 10 can be set to any intermediate length starting from the area on the center saddle 7 to the end A, B of the underframe 1. When using intermediate lengths, however, the contribution of the base frame 1 and the tension member 10 as an energy dissipation element is lower.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Clamps And Clips (AREA)
  • Vibration Prevention Devices (AREA)
  • Body Structure For Vehicles (AREA)
  • Handcart (AREA)

Abstract

In order to increase the energy absorbing capacity of the elements of a support device which support the structure (4) against the frame (1) in the longitudinal direction and in order to improve the restoring capacity of the structure (4) with respect to the frame (1) after a buffer impact, a tensile element (10) which extends from the central saddle (7) to the associated end A or B and which is characterised under tensile stress by extension in the elastic area with high restoring forces is attached either between the structure-side stop elements (8) and the central saddle (7) or between the frame-side counterbearings (9) and their support at the end of the frame (1). <IMAGE>

Description

Die Erfindung betrifft eine Abstützeinrichtung für auf Untergestellen schienengebundener Güterwagen gelagerter Aufbauten nach dem Oberbegriff des Anspruchs 1.The invention relates to a support device for superstructures mounted on rail-bound freight wagons according to the preamble of claim 1.

Aus der DE 39 40 650 C1 ist eine Abstützeinrichtung für Behälter auf dem Untergestell eines Eisenbahngüterwagens bekannt, die den Behälter an beiden Enden in quer zur Längsrichtung des Eisenbahngüterwagens angeordneten Endsätteln begrenzt längsverschieblich gegenüber dem Untergestell halten, wobei der Behälter in Querrichtung über die Endsättel und geeignete Halteelemente, z. B. Spannbänder am Untergestell gehalten ist. An jedem Ende des Behälters ist ein behälterseitiges Anschlagstück befestigt, das einem untergestellseitigen Widerlager zugeordnet ist. Jedes mit dem Behälter verbundenes Anschlagstück ist für Bewegungen in Richtung auf das jeweils zugeordnete Ende des Untergestells bezüglich des jeweils zugeordneten Widerlagers zwangfrei längsverschieblich geführt, derart, daß Kräfte und Energien aus einer Stoßeinleitung an einem Ende des Untergestells über das Untergestell und das Widerlager am stoßabgewandten Ende des Untergestells in das zugeordnete Anschlagstück des Behälters am der Stoßeinrichtung abgewandten Ende in den Behälter eingeleitet werden. Durch diese Ausbildung wird die Verbindungsstelle zwischen Aufbau und Untergestell bei hohen Krafteinleitungen in das Untergestell, insbesondere bei Pufferstößen auf der Seite des Pufferstoßes entlastet und die auftretende Pufferkraft verringert. Das Untergestell ist in Längsrichtung reversibel nachgiebig ausgebildet, wobei eine Energieaufnahme und ein nennenswerter Abbau der Pufferstoßkraft durch gezielte reversible Biegung der Trägerstruktur oder von Teilen der Trägerstruktur der Kopfsektionen und/oder der Mittelsektion des Untergestells erfolgt. Um dies zu erreichen weist die Mittelsektion zwei in horizontaler Ebene mit Abstand angeordnete Langträger auf, die durch einen Strebverband verbunden sind, der die Langträger reversibel biegeweich miteinander koppelt und diese zu Biegeverformungen quer zur Längsrichtung des Untergestells mindestens in der horizontalen Ebene zwingt.From DE 39 40 650 C1, a support device for containers on the base of a rail freight wagon is known, which holds the container at both ends in end saddles arranged transversely to the longitudinal direction of the rail freight wagon and can be moved longitudinally with respect to the base frame, the container in the transverse direction over the end saddles and suitable Holding elements, e.g. B. straps is held on the base. A container-side stop piece is attached to each end of the container and is assigned to an abutment on the base side. Each stop piece connected to the container is forcibly guided longitudinally displaceably for movements in the direction of the respectively assigned end of the base frame with respect to the respectively assigned abutment, in such a way that forces and energies from an impact initiation at one end of the base frame via the base frame and the abutment at the end facing away from the shock of the base frame are introduced into the associated stop piece of the container at the end facing away from the pushing device into the container. This design relieves the connection point between the body and the base frame when the force is applied to the base frame, in particular in the event of buffer impacts on the side of the buffer joint, and the buffer force that occurs is reduced. The base frame is designed to be reversibly resilient in the longitudinal direction, with an energy absorption and a notable reduction in the buffer impact force targeted reversible bending of the support structure or parts of the support structure of the head sections and / or the middle section of the base frame. In order to achieve this, the middle section has two long girders arranged at a distance in the horizontal plane, which are connected by a brace which reversibly couples the long girders to each other and forces them to bend at least in the horizontal plane transverse to the longitudinal direction of the underframe.

Für bestimmte Einsatzfälle ist es allerdings wünschenswert, die Pufferkräfte weiter zu erniedrigen und dazu beispielsweise das Untergestell noch weicher auszubilden. Dem sind aber aus Stabilitätsgründen Grenzen gesetzt, da die Zulassungsbedinungen für die Einstellung von Eisenbahnfahrzeugen bestimmte Festigkeiten bzw. maximale Verformungen beim Diagonalstoß oder den Anhebefall vorschreiben.For certain applications, however, it is desirable to further reduce the buffer forces and, for example, to make the base frame even softer. However, there are limits to this for reasons of stability, since the conditions of approval for the setting of railway vehicles prescribe certain strengths or maximum deformations in the event of a diagonal joint or lifting.

Aus der DE 39 09 883 A1 ist es bekannt, bei einem gattungsähnlichen Eisenbabngüterwagen zwischen den Anschlagstücken und dem jeweils zugeordneten Widerlager jeweils eine in Richtung auf die Quermittelebene des Eisenbahngüterwagens wirksame Energieverzehreinrichtung anzuordnen, wobei als Energieverzehreinrichtung eine Druckfederanordnung oder eine Keilebene vorgeschlagen wird. Als nachteilig erweist es sich, daß die sichere Rückstellung des Behälters nach einem Pufferstoß gegenüber dem Untergestell nicht immer erreicht wird. Zur Abhilfe sind zusätzliche Rückstelleinrichtungen erforderlich, was den Wartungsaufwand und die Wirtschaftlichkeit ungünstig beeinflußt.From DE 39 09 883 A1 it is known to arrange an effective energy dissipation device in the direction of the transverse median plane of the railway freight wagon in a genre-like iron goods wagon between the stop pieces and the respectively assigned abutment, a compression spring arrangement or a wedge plane being proposed as the energy dissipation device. It proves disadvantageous that the safe return of the container after a buffer impact against the base is not always achieved. To remedy this, additional reset devices are required, which adversely affects the maintenance effort and the economy.

Auch hat sich gezeigt, daß bei Behältern, die im Endbereich über Längssätteln mit dem Untergestell fest verbunden sind, insbesondere solche mit seitlichen Satteltragleisten, die mit dem Behälter und dem Untergestell verschweißt sind und die die Kräfte aus der Verzögerung und der Beschleunigung des Kesselwagens i. w. auf der dem Stoß zugewandten Seite aufnehmen, bei Auffahrunfällen mit höheren Geschwindigkeiten Behälterrisse auftreten können, wenn versteifende Elemente im Endbereich eine elastische bzw. plastische Verformung des Behälters unterhalb der Bruchgrenze behindern.It has also been shown that in the case of containers which are firmly connected to the base frame via longitudinal saddles in the end region, in particular those with side saddle support strips which are welded to the container and the base frame and which exert the forces from Record the deceleration and acceleration of the tank wagon on the side facing the impact, in the event of rear-end collisions at higher speeds, container cracks can occur if stiffening elements in the end area hinder an elastic or plastic deformation of the container below the fracture limit.

Der Erfindung liegt daher die Aufgabe zugrunde, die gattungsgemäße Abstützeinrichtung derart auszubilden, daß die Energieaufnahmefähigkeit der den Aufbau in Längsrichtung gegen das Untergestell abstützenden Elemente einer Abstützvorrichtung weiter erhöht wird, die Rückstellfähigkeit des Aufbaus gegen das Untergestell nach dem Pufferstoß verbessert wird und daß versteifende Elemente in den Endbereichen des Aufbaus weitgehend vermieden werden.The invention is therefore based on the object of designing the generic support device in such a way that the energy absorption capacity of the elements of a support device supporting the structure in the longitudinal direction against the underframe is further increased, the resilience of the structure against the underframe is improved after the buffer joint and that stiffening elements in the end areas of the structure are largely avoided.

Diese Aufgabe wird durch die im Anspruch 1 oder im Anspruch 2 gekennzeichnete Abstützeinrichtung gelöst.This object is achieved by the support device characterized in claim 1 or in claim 2.

Zweckmäßige Weiterbildungen der Erfindung sind in den Ansprüchen 3 bis 6 angegeben.Expedient developments of the invention are specified in claims 3 to 6.

Zwei Ausführungsbeispiele der Erfindung sind nachstehend unter Bezugnahme auf die Zeichnung näher erläutert.Two embodiments of the invention are explained below with reference to the drawing.

Es zeigt

Fig. 1
eine Seitenansicht eines Kesselwagens mit einer erfindungsgemäßen Abstützeinrichtung;
Fig. 2
die Draufsicht auf das Untergestell des Kesselwagens nach Fig. 1;
Fig. 3
eine Seitenansicht eines zweiten Ausführungsbeispiels einer Abstützvorrichtung in schematischer Darstellung.
It shows
Fig. 1
a side view of a tank car with a support device according to the invention;
Fig. 2
the top view of the base of the tank car according to Fig. 1;
Fig. 3
a side view of a second embodiment of a support device in a schematic representation.

Der in Fig. 1 dargestellte Eisenbahngüterwagen (Kesselwagen) weist ein Untergestell 1 mit zwei Kopfsektionen 2 und einer Mittelsektion 3 und einen Aufbau 4 (Kessel) auf, der an den Enden A und B jeweils in einem am Untergestell 1 befestigten Quersattel 5 und mittels geeigneter Haltelemente 6 (Spannbänder) in Querrichtung am Untergestell 1 gehalten ist. Die Längsanbindung des Aufbaus 4 am Untergestell 1 erfolgt über eine Abstützeinrichtung, die den Aufbau 4 bei einem Pufferstoß, d. h. einer Krafteinleitung über die Puffer in das Untergestell, gegen das Untergestell 1 begrenzt längsverschieblich hält. Die Abstützeinrichtung weist beiderseits des Aufbaus 4 einen Mittensattel 7 auf, welcher im Mittenbereich des Radstandes oder Drehgestellabstandes fest mit dem Aufbau 4 verbunden ist, nicht jedoch mit dem Untergestell 1. Am Mittensattel 7 ist symmetrisch zur Aufbauquermittelebene je ein Anschlagstück 8 befestigt, das einem untergestellseitigen Widerlager 9 zugeordnet ist. Die Paarung Widerlager 9 / Anschlagstück 8 ist derart ausgebildet und angeordnet, daß das Anschlagstück 8 durch das Widerlager 9 gegen Verschiebungen (Relativbewegungen) in Richtung auf die Quermittelebene des Untergestells 1 festgelegt ist, in Richtung auf das jeweils zugeordnete Ende A bzw. B des Untergestells 1 im Widerlager 9 jedoch längsverschieblich gehalten ist. An jedem Widerlager 9 ist ein Zugglied 10 (z. B. Zugstange oder -träger, vorgespannter Seilzug) befestigt, das sich vom Mittensattel 7 bis zum zugeordneten Ende A bzw. B des Untergestells 1 erstreckt und dort befestigt ist. Das Zugglied 10 ist unter Zugbelastung durch Dehnung im elastischen Bereich bei gutem Rückstellverhalten, d. h. mit hohen Rückstellkräften, charakterisiert.The railway freight wagon shown in Fig. 1 (tank car) has a base 1 with two head sections 2 and a middle section 3 and a structure 4 (boiler), which at the ends A and B each in a transverse saddle 5 attached to the base 1 and by means of suitable Holding elements 6 (straps) is held in the transverse direction on the base frame 1. The longitudinal connection of the structure 4 to the underframe 1 takes place via a support device which the structure 4 in the event of a buffer joint, i.e. H. a force transmission via the buffers into the underframe, against the underframe 1 for limited longitudinal movement. The support device has a center saddle 7 on both sides of the body 4, which is fixedly connected to the body 4 in the center area of the wheelbase or bogie spacing, but not to the base frame 1. A stop piece 8 is attached to the center saddle 7 symmetrically to the body transverse center plane, which is attached to a base side Abutment 9 is assigned. The pairing of abutments 9 / stop piece 8 is designed and arranged in such a way that the stop piece 8 is fixed by the abutment 9 against displacements (relative movements) in the direction of the transverse central plane of the base frame 1, in the direction of the respectively assigned end A or B of the base frame 1 is held in the abutment 9 but longitudinally displaceable. On each abutment 9, a tension member 10 (z. B. pull rod or beam, prestressed cable) is attached, which extends from the center saddle 7 to the associated end A or B of the base 1 and is fixed there. The tension member 10 is under tensile load by stretching in the elastic range with good resilience, i. H. characterized by high restoring forces.

Die Abstützeinrichtung weist mindestens je ein Zugglied 10 je zugeordneter Kopfsektion 2 auf, zweckmäßig jedoch vier Zugglieder 10, die derart angeordnet sind, daß jeder Wagenseite zwei entgegenwirkende und damit jeder Kopfsektion 2 des Untergestells 1 zwei gleichwirkende Zugglieder 10 in symmetrischer Anordnung zugeordnet sind.The support device has at least one tension member 10 per assigned head section 2, but expediently four tension members 10, which are arranged such that two opposing and thus each head section 2 of the underframe 1 are assigned two equivalent tension members 10 in a symmetrical arrangement.

Die Zugglieder 10 sind im Ausführungsbeispiel als Außenlangträger ausgebildet, die vom Kopfträger 11 der Kopfsektion 2 über den Hauptquerträger 12 in der Ebene des Untergestells 1 bis zum Mittensattel 7 erstreckt sind und dort über das an dem Zugglied 10 befestigte Widerlager 9 am aufbauseitigen Anschlagstück 8 angreifen. Somit ist eine aus Sicherheitsgründen erwünschte, möglichst durchgehende Flankenabgrenzung gegeben.The tension members 10 are formed in the exemplary embodiment as an outer longitudinal member which extends from the head member 11 of the head section 2 over the main cross member 12 in the plane of the base frame 1 to the center saddle 7 and there engage the abutment 9 attached to the tension member 10 on the abutment piece 8. This provides a continuous edge delimitation that is desirable for security reasons.

Das Widerlager 9 kann auch als Langlochlager und das Anschlagstück 8 als Bolzen ausgebildet sein.The abutment 9 can also be designed as an elongated hole bearing and the stop piece 8 as a bolt.

Nachfolgend ist die Abstützeinrichtung bei Beaufschlagung durch einen Auflaufstoß bzw. Pufferstoß erläutert.The support device when subjected to an impact impact or buffer impact is explained below.

Nach einem Pufferstoß, beispielsweise auf der Seite A des Kesselwagens, wird die Stoßenergie zunächst durch die im Kraftfluß liegenden Puffer - im Regelfall sind am Stoß vier Puffer beteiligt - in den Grenzen deren maximaler Pufferarbeit erniedrigt. Da der Aufbau 4 auf der Seite A der Stoßeinbringung in Stoßrichtung nicht mit dem aufbauseitigen Anschlagstück 8 im untergestellseitigen Widerlager 9 festgelegt ist, wird der Pufferstoß durch das Untergestell 1 geleitet, wobei ein weiterer Teil der Stoßenergie in Abhängigkeit von der konstruktiven Ausbildung der Federkonstante und der Dämpfungseigenschaft des Untergestells 1 im Untergestell 1 abgebaut wird. Die nunmehr verbliebene Stoßkraft bzw. Stoßenergie wird am Ende B des Untergestells 1 in das Zugglied 10 (um)geleitet und zum Mittensattel 7 geführt und dort über das Widerlager 9 auf das behälterseitige Anschlagstück 8 übertragen. Somit wird ein Abbau der Stoßenergie in den Puffern, im Untergestell 1 und in den dem Ende B zugeordneten Zuggliedern 10 erreicht, bevor eine Krafteinleitung in die Anbindungsstelle zwischen Untergestell 1 und Aufbau 4 am Mittensattel 7 erfolgt.After a buffer impact, for example on side A of the tank wagon, the impact energy is initially reduced by the buffers in the power flow - usually four buffers are involved in the impact - within the limits of their maximum buffer work. Since the structure 4 on the side A of the impact insertion in the direction of impact is not fixed with the body-side stop piece 8 in the base-side abutment 9, the buffer impact is passed through the base frame 1, a further part of the impact energy depending on the design of the spring constant and the Damping property of the base frame 1 is reduced in the base frame 1. The now remaining impact force or impact energy is passed at the end B of the underframe 1 into the tension member 10 (um) and guided to the center saddle 7 and is transferred there via the abutment 9 to the stop piece 8 on the container side. A reduction of the impact energy in the buffers, in the underframe 1 and in the tension members 10 associated with the end B is thus achieved before force is introduced into the connection point between underframe 1 and structure 4 on the center saddle 7.

Die Zugglieder 10 sind nur in einer Richtung wirksam ausgebildet, nämlich für Zugkräfte aus einer Krafteinleitung vom jeweils stoßabgewandten Ende B des Untergestells 1. Die dem Ende A zugeordneten Zugglieder 10 werden bei einer Stoßeinbringung am Ende A des Untergestells 1 nicht belastet und sind an der Stoßkrafteinleitung in den Aufbau 4 nicht beteiligt.The tension members 10 are effective only in one direction, namely for tensile forces from a force introduction from the end B of the base frame 1 facing away from the impact. The tension members 10 assigned to the end A are not loaded when an impact is introduced at the end A of the base frame 1 and are at the force input not involved in building 4.

In Fig. 3 ist ein zweites Ausführungsbeispiel der Erfindung schematisch dargestellt. Hier ist jedes untergestellseitige Widerlager 9 im Bereich der Kopfsektion 2 angeordnet und einem aufbauseitigen Anschlagstück 8 zugeordnet, das durch das Widerlager 9 in Richtung auf die Quermittelebene des Güterwagens festgelegt ist. Das Anschlagstück 8 ist am Ende des Zuggliedes 10 befestigt. Das Zugglied 10 erstreckt sich von der Kopfsektion 2 vom Anschlagstück 8 bis zum Mittensattel 7 und ist dort befestigt. Das Zugglied 10 kann auch als durchgehendes Bauteil ausgebildet sein, das z. B. als Außlenlangträger zwischen den Kopfsektionen angeordnet ist.In Fig. 3, a second embodiment of the invention is shown schematically. Here, each base-side abutment 9 is arranged in the area of the head section 2 and assigned to a body-side stop piece 8, which is fixed by the abutment 9 in the direction of the transverse median plane of the freight wagon. The stop piece 8 is attached to the end of the tension member 10. The tension member 10 extends from the head section 2 from the stop piece 8 to the center saddle 7 and is fastened there. The tension member 10 can also be designed as a continuous component, the z. B. is arranged as an outer long beam between the head sections.

Bei beiden Ausführungsbeispielen sind somit zwischen dem Aufbau 4 und dem Untergestell 1 Zugglieder 10 angeordnet, die entweder zwischen den untergestellseitigen Widerlagern 9 im Bereich des Mittensattels 7 und deren Abstützung am zugeordneten Ende A, B des Untergestells 1 oder zwischen den aufbauseitigen Anschlagstücken 8 an den Wagenenden A, B und dem Mittensattel 7 befestigt sind. Ein Pufferstoß wird vergleichbar nach dem Durchlauf durch das Untergestell 1 an der stoßabgewandten Seite des Untergestells 1 in das Zugglied 10 umgeleitet, unter Stoßenergieerniedrigung zum Mittensattel 7 geführt und von dort in den Aufbau 4 eingebracht.In both exemplary embodiments, tension members 10 are thus arranged between the structure 4 and the base frame 1, either between the base-side abutments 9 in the area of the center saddle 7 and their support at the associated end A, B of the base frame 1 or between the body-side stop pieces 8 at the carriage ends A, B and the center saddle 7 are attached. After passing through the base frame 1, a buffer impact is diverted into the tension member 10 on the side of the base frame 1 facing away from the impact, is guided to the center saddle 7 with a reduction in impact energy and is introduced into the structure 4 from there.

Die konstruktiv unterschiedliche Anbindung des Zuggliedes 10 zwischen dem Mittensattel 7 und Anschlagstück 8 im zweiten Ausführungsbeispiel entspricht bei funktionsbezogener Zuordnung der Elemente funktionell der Anbindung aus dem ersten Ausführungsbeispiel.The structurally different connection of the tension member 10 between the center saddle 7 and stop piece 8 in the second exemplary embodiment corresponds functionally to the connection from the first exemplary embodiment when the elements are assigned functionally.

Die Länge des Zuggliedes 10 ist ausgehend vom Bereich am Mittensattel 7 bis zum Ende A, B des Untergestells 1 auf jede Zwischenlänge beliebig festlegbar. Bei Verwendung von Zwischenlängen ist allerdings der Beitrag des Untergestells 1 und des Zuggliedes 10 als Energieverzehrelement geringer.The length of the tension member 10 can be set to any intermediate length starting from the area on the center saddle 7 to the end A, B of the underframe 1. When using intermediate lengths, however, the contribution of the base frame 1 and the tension member 10 as an energy dissipation element is lower.

BezugszeichenReference numerals

11
UntergestellUnderframe
22nd
KopfsektionHead section
33rd
MittelsektionMiddle section
44th
Aufbauconstruction
55
QuersattelCross saddle
66
HalteelementHolding element
77
MittensattelCenter saddle
00
AnschlagstückStop piece
99
WiderlagerAbutment
1010th
ZuggliedTension member
1111
KopfträgerHead carrier
1212
HauptquerträgerMain cross member

Claims (6)

Abstützeinrichtung für auf Untergestellen schienengebundener Güterwagen gelagerter Aufbauten, insbesondere für Kessel auf Kesselwagen, wobei der Aufbau mindestens an den Wagenenden jeweils mittels eines Quersattels und geeigneter Halteelemente quer zur Längsrichtung des Untergestells festgelegt und gegen das Untergestell bei einem Pufferstoß begrenzt längsverschieblich gehalten ist, wobei dem Untergestell Widerlager und dem Aufbau Anschlagstücke zugeordnet sind und jedes untergestellseitige Widerlager das zugeordnete Anschlagstück des Aufbaus gegen Bewegungen in Richtung auf die Quermittelebene des Güterwagens festlegt, und das Anschlagstück in Richtung auf das jeweils zugeordnete Ende des Untergestells im Widerlager längsverschieblich gehalten ist, dadurch gekennzeichnet, daß jedes aufbauseitige Anschlagstück (8) an einem Mittensattel (7) befestigt ist, der im Mittenbereich des Radstandes oder Drehgestellabstandes fest mit dem Aufbau (4) verbunden ist, nicht jedoch mit dem Untergestell (1), daß jedes untergestellseitige Widerlager (9) an einem Zugglied (10) befestigt ist, das sich vom Mittensattel (7) bis zum zugeordneten Ende A bzw. B des Untergestells (1) erstreckt und dort befestigt ist und daß das Zugglied (10) unter Zugbelastung durch Dehnung im elastischen Bereich bei hohen Rückstellkräften charakterisiert ist.Support device for superstructures mounted on rail-bound freight wagons, in particular for boilers on tank wagons, the structure being fixed at least at the ends of the wagon by means of a cross saddle and suitable holding elements transversely to the longitudinal direction of the underframe and being held longitudinally displaceably against the underframe in the event of a buffer joint, the underframe Abutments and the abutment are assigned to the structure and each abutment-side abutment defines the associated abutment of the superstructure against movements in the direction of the transverse median plane of the freight car, and the abutment is held in the abutment in the direction of the respectively assigned end of the subframe, characterized in that each body-side stop piece (8) is fastened to a center saddle (7) which is fixedly connected to the body (4) in the central region of the wheelbase or bogie distance, but not to the base (1) that each base-side abutment (9) is attached to a tension member (10) which extends from the center saddle (7) to the associated end A or B of the base (1) and is fixed there and that Tension member (10) under tensile load is characterized by stretching in the elastic range at high restoring forces. Abstützeinrichtung nach dem Oberbegriff des Anspruchs 1, dadurch gekennzeichnet, daß jedes aufbauseitige Anschlagstück (8) am Ende eines Zuggliedes (10) befestigt ist, das sich ausgehend von einem Mittensattel (7) in Richtung auf das jeweils zugeordnete Ende A bzw. B des Untergestells 1 erstreckt, wobei der Mittensattel (7) im Mittenbereich des Radstandes oder Drehgestellabstandes fest mit dem Aufbau (4) verbunden ist, nicht jedoch mit dem Untergestell (1), daß das Widerlager (9) und das zugeordnete Anschlagstück (8) im Bereich der Kopfsektion (2) angeordnet sind und daß das Zugglied (10) unter Zugbelastung durch Dehnung im elastischen Bereich bei hohen Rückstellkräften charakterisiert ist.Support device according to the preamble of claim 1, characterized in that each abutment piece (8) on the body side is fastened to the end of a tension member (10) which, starting from a center saddle (7), extends in the direction of the respectively associated end A or B of the base frame 1 extends, the center saddle (7) in the center area of the wheelbase or bogie distance is firmly connected to the body (4) but with the base frame (1) that the abutment (9) and the associated stop piece (8) are arranged in the area of the head section (2) and that the tension member (10) is characterized under tensile load by stretching in the elastic area at high restoring forces. Abstützeinrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Abstützeinrichtung vier Zugglieder (10) aufweist, die derart angeordnet sind, daß jeder Wagenseite zwei entgegenwirkende und damit jeder Kopfsektion (2) zwei gleichwirkende Zugglieder (10) in symmetrischer Anordnung zugeordnet sind.Support device according to claim 1 or 2, characterized in that the support device has four tension members (10) which are arranged in such a way that two opposing tension members (10) and thus each head section (2) are assigned two equivalent tension members (10) in a symmetrical arrangement. Abstützeinrichtung nach mindestens einem der vorhergehenden Ansprüchen 1 bis 3, dadurch gekennzeichnet, daß die Zugglieder (10) als Außenlangträger ausgebildet sind, die vom Kopfträger (11) der Kopfsektion (2) in der Ebene des Untergestells (1) bis zum Mittensattel (7) erstreckt sind.Support device according to at least one of the preceding claims 1 to 3, characterized in that the tension members (10) are designed as outer longitudinal beams which extend from the head beam (11) of the head section (2) in the plane of the base frame (1) to the center saddle (7) extends. Abstützeinrichtung nach mindestens einem der vorhergehenden Ansprüchen 1 bis 4, dadurch gekennzeichnet, daß das Widerlager (9) als Langlochlager und das Anschlagstück (8) als Bolzen (oder umgekehrt) ausgebildet sind.Support device according to at least one of the preceding claims 1 to 4, characterized in that the abutment (9) is designed as an elongated hole bearing and the stop piece (8) as a bolt (or vice versa). Abstützeinrichtung nach mindestens einem der vorhergehenden Ansprüche 1 bis 5, dadurch gekennzeichnet, daß die Zugglieder (10) jeweils ausgehend vom Mittenbereich des Güterwagens in Richtung auf das zugeordnete Ende A, B des Untergestells (1) in beliebiger Erstreckung zwischen Mittenbereich und den Enden A, B ausgeführt sind.Support device according to at least one of the preceding claims 1 to 5, characterized in that the tension members (10) each starting from the central region of the freight wagon in the direction of the associated end A, B of the underframe (1) in any extension between the central region and the ends A, B are executed.
EP92115797A 1991-09-26 1992-09-16 Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles Expired - Lifetime EP0534292B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4132048 1991-09-26
DE4132048A DE4132048A1 (en) 1991-09-26 1991-09-26 SUPPORTING DEVICE FOR BODIES SUPPORTED ON BASE RAIL-MOUNTED GOODS CARS, ESPECIALLY FOR BOILERS ON TANK CARS

Publications (2)

Publication Number Publication Date
EP0534292A1 true EP0534292A1 (en) 1993-03-31
EP0534292B1 EP0534292B1 (en) 1994-11-17

Family

ID=6441548

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92115797A Expired - Lifetime EP0534292B1 (en) 1991-09-26 1992-09-16 Support for structures mounted on frames of track-bound freight cars especially for tanks on tank vehicles

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EP (1) EP0534292B1 (en)
AT (1) ATE114130T1 (en)
CZ (1) CZ294792A3 (en)
DE (2) DE4132048A1 (en)
HU (1) HUT64726A (en)
PL (1) PL296053A1 (en)

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CN104477193A (en) * 2014-12-30 2015-04-01 北京二七轨道交通装备有限责任公司 Internal combustion locomotive bogie and internal combustion locomotive

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DE4317574A1 (en) * 1993-05-27 1994-12-01 Linke Hofmann Busch Tank truck logistics system
DE19603350C2 (en) * 1996-01-31 2001-12-13 Daimler Chrysler Ag Rail vehicle with a base and at least two body parts
DE19704463A1 (en) 1997-02-06 1998-08-13 Linke Hofmann Busch Rail freight wagons, especially tank wagons
DE102020200887A1 (en) 2020-01-27 2021-07-29 Siemens Mobility GmbH Arrangement to improve the loading capacity of a rail vehicle

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US1352981A (en) * 1919-06-25 1920-09-14 Pressed Steel Car Co Tank-car construction
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FR1164137A (en) * 1957-01-11 1958-10-06 Bignier Ets Improved process for fixing tanks on vehicles and means of implementation

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DE3909883A1 (en) * 1989-03-25 1990-09-27 Linke Hofmann Busch Support for a container on the underframe of a railway goods wagon
DE3940650C1 (en) * 1989-12-08 1990-12-13 Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter, De

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Publication number Priority date Publication date Assignee Title
US1352981A (en) * 1919-06-25 1920-09-14 Pressed Steel Car Co Tank-car construction
US2191718A (en) * 1937-12-10 1940-02-27 Smith Corp A O Transporting tank
FR1164137A (en) * 1957-01-11 1958-10-06 Bignier Ets Improved process for fixing tanks on vehicles and means of implementation

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104477193A (en) * 2014-12-30 2015-04-01 北京二七轨道交通装备有限责任公司 Internal combustion locomotive bogie and internal combustion locomotive

Also Published As

Publication number Publication date
ATE114130T1 (en) 1994-12-15
DE4132048C2 (en) 1993-08-19
HU9203072D0 (en) 1992-12-28
CZ294792A3 (en) 1993-04-14
DE4132048A1 (en) 1993-04-08
PL296053A1 (en) 1993-05-31
EP0534292B1 (en) 1994-11-17
DE59200784D1 (en) 1994-12-22
HUT64726A (en) 1994-02-28

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