EP0389867B1 - Etayage d'une citerne sur le châssis d'un wagon ferroviaire - Google Patents

Etayage d'une citerne sur le châssis d'un wagon ferroviaire Download PDF

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Publication number
EP0389867B1
EP0389867B1 EP90104792A EP90104792A EP0389867B1 EP 0389867 B1 EP0389867 B1 EP 0389867B1 EP 90104792 A EP90104792 A EP 90104792A EP 90104792 A EP90104792 A EP 90104792A EP 0389867 B1 EP0389867 B1 EP 0389867B1
Authority
EP
European Patent Office
Prior art keywords
container
abutment
support
chassis
railway goods
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.)
Expired - Lifetime
Application number
EP90104792A
Other languages
German (de)
English (en)
Other versions
EP0389867A3 (fr
EP0389867A2 (fr
Inventor
Klaus-Dieter Dr. Giese
Hans-Peter Schimoch
Gerhard Dipl.-Ing. Umbach
Bernhard Dipl.-Ing. Seidenstücker
Günter Dipl.-Ing. Schnebbe
Wolfram Dipl.-Ing. Höhne
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.)
Filing date
Publication date
Priority claimed from DE19893909883 external-priority patent/DE3909883A1/de
Priority claimed from DE19893940650 external-priority patent/DE3940650C1/de
Application filed by Linke Hofmann Busch GmbH, Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH filed Critical Linke Hofmann Busch GmbH
Priority to AT9090104792T priority Critical patent/ATE105244T1/de
Publication of EP0389867A2 publication Critical patent/EP0389867A2/fr
Publication of EP0389867A3 publication Critical patent/EP0389867A3/fr
Application granted granted Critical
Publication of EP0389867B1 publication Critical patent/EP0389867B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D7/00—Hopper cars
    • B61D7/02—Hopper cars with discharge openings in the bottoms
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/04—Underframes of triangulated type

Definitions

  • the invention relates to a support device with stop pieces on the container side and underframe abutments for a container on the underframe of a railway freight wagon, in particular a tank wagon, according to the preamble of claim 1.
  • the tank For every tank car, the tank is connected to a chassis for transport purposes.
  • the known tank wagons can be divided into two construction concepts, tank wagons without a base and tank wagons with a base.
  • the application of the invention relates only to the tank car with a base.
  • the following discussion of the state of the art also takes into account the state of the art of the underframe-free tank wagons in the first section for the sake of incorporating the technological environment.
  • the boiler In the tank wagons without an underframe, the boiler is designed to be so stable that it can absorb the operationally occurring forces and tensions, in particular from shock loads, without undue deformation. With this design, a reduction in weight or improved adaptability of the chassis arranged on the boiler to the track conditions can be achieved for certain applications.
  • the connection of the assemblies carrying the pulling and pushing device and the bogies to the boiler is problematic, with the introduction and reduction of the forces and energy from the buffer joint and in the event of lifting without Excessive stresses and impermissible deformations within the construction must be ensured.
  • a supporting device is known from the generic DE - 27 03 508 A1, which has container-side stop pieces and base-side abutments for a container (boiler) on the base of a rail freight wagon.
  • the base frame is formed by two head pieces supporting the bogies and the pulling and pushing device and a supporting shell for the boiler connecting the head pieces.
  • the boiler is determined in terms of longitudinal displacements in relation to the base frame or the support shell in the central area of the boiler and the base frame.
  • the impact energy for example from an impact impact
  • the impact energy is first reduced in the half of the base frame facing the impact before the impact energy is introduced via the center saddle into the boiler and in particular into the connection point between the boiler and the support shell. If there is a longitudinal force coupling between the boiler and the support shell solely via the center saddle, there is a risk of its being overstressed.
  • the boiler In a known tank car according to DE-PS 11 79 980 with a base, the boiler is in the usual way via side saddle rails, which absorb the forces from the deceleration and acceleration of the tank car, and via end saddles, the static weight load and the transverse to the longitudinal direction of the car absorb occurring forces, connected to the base.
  • This rigid connection between the boiler and the base frame means that the tank wagon is also relatively torsion-resistant.
  • the connection points between the boiler and the base frame must also absorb the loads caused by the acceleration and weight forces.
  • a support in which one end of the boiler is positively, rigidly fixed on a base and the other end of the boiler is held and guided in a longitudinally displaceable manner by means of pins in a slot.
  • This design of the support allows the boiler to expand due to the effects of temperature, but the support also becomes the form-fitting, rigid connection between the boiler and the base frame is highly stressed during the buffer joint, especially if the buffer joint is carried out at the end of the carriage with the form-fitting, rigid connection.
  • the driving characteristics of this tank car are different in both directions of travel due to the different connection of the boiler to the lower flange, especially in poor track conditions and at higher speeds, and the tank car tends to be unstable.
  • the invention has for its object to provide a support device for containers on the base of a rail freight car, in particular a tank car, which to reduce the load on the connection points between the container and Underframe, especially when impacted by buffer impacts on the underframe, contributes and the buffer forces are reduced.
  • the container 1 of the rail freight wagon is supported at both ends A and B in end saddles 2a (end A) and 2b (end B) arranged transversely to the longitudinal direction of the rail freight wagon and can be displaced longitudinally with respect to the base frame 3.
  • a first stop piece 4a is attached to the other end B of the container 1, a second stop piece 4b.
  • a first abutment 5a, which is assigned to the first stop piece 4a and a second abutment 5b, which is assigned to the second stop piece 4b, are fastened to the base frame 3.
  • the first abutment 5a of the underframe 3 supports the assigned first stop piece 4a
  • the second abutment 5b supports the assigned second stop piece 4b in the direction of the transverse median plane of the rail freight wagon.
  • the first stop piece 4a and in the direction of the associated end B of the rail freight wagon the second stop piece 4b is freely displaceable in the longitudinal direction.
  • the container 1 is held at its ends A, B on the base 3 in each case freely longitudinally displaceable towards the associated vehicle end A and B and is supported to the transverse median plane of the rail freight wagon.
  • the container 1 In the transverse direction, the container 1 is supported and held in the end saddles 2a and 2b with holding elements 6 on the base frame 3.
  • FIG. 1 shows a schematic embodiment of the invention.
  • the basic mode of operation of the support according to the invention is explained below in connection with an impact impact.
  • the impact energy is initially reduced by the buffers in the power flow, as a rule four buffers are involved in the impact, within the limits of their maximum total buffer work.
  • the buffer shock is passed through the underframe 3, a further part of the impact energy depending on the design, the spring constant and the damping property of the underframe 3 , is broken down in the base frame 3 by deformation work, friction, heat, etc.
  • the impact energy that now remains reaches the container 1 via the second abutment 5b of the base frame 3 facing away from the impact side and the second stop 4b. Because of the additional reduction of the impact energy in the base frame 3, only reduced impact forces reach the connection point between the container 1 and the base frame 3 , d. H. for this impact in the second abutment 5b and the second stop 4b.
  • a first energy dissipation device 7a is arranged between the first abutment 5a and the first stop 4a
  • a second energy dissipation device 7b is arranged between the second abutment 5b and the second stop 4b.
  • the energy dissipation devices 7a, 7b are each only effective in one direction, in the direction of the transverse central plane of the rail freight wagon. This ensures that further impact energy is reduced on the end B of the rail freight wagon facing away from the impact before the impact energy is introduced into the container 1 and the forces introduced into the connection point between the base frame 3 and the container 1 are further reduced at the end facing the other impact A but the first energy dissipation device 7a is not acted upon.
  • FIGS. 2, 3 and 4 show a support device according to the invention with energy dissipation devices 7a, 7b, which have a spring element 8.
  • Spring elements 8 with good own damping properties, eg. B. friction springs (disc or truncated cone springs) or rubber springs suitable mixture and suitable structure, since separate damper elements are then usually avoidable.
  • the spring elements 8 can be made biased.
  • FIGS. 5 and 6 show a support device according to the invention with energy dissipation devices 7a, 7b, which converts kinetic energy (kinetic energy) into potential energy (lifting energy) via inclined planes.
  • the first abutment 5a has a first bearing surface 10a and the second abutment 5b has a second bearing surface 10b, the bearing surfaces 10a and 10b each being directed obliquely upwards to the transverse median plane of the rail freight wagon and supported down to the transverse median plane.
  • a contact surface 9a of the first stop piece 4a lies on the contact surface 10a of the abutment 5a and a contact surface 9b of the second stop piece 4b bears on the contact surface 10b of the abutment 5b, the first contact surface 9a being inclined accordingly to the first contact surface 10a and the second contact surface 9b accordingly is arranged inclined to the second bearing surface 10b.
  • the inclination of the contact surfaces 9a, 9b and contact surfaces 10a, 10b are expediently provided to be adjustable.
  • an elastic and / or plastic lining layer 11, for. B. made of lead or plastic, which favors a more uniform introduction of forces into the connection point between the container 1 and the base 3 and increases the slidability.
  • the contact surfaces 9a, 9b and / or the contact surfaces 10a, 10b or parts thereof can be provided with a friction lining 12.
  • a fixed stop 13 it is expedient to limit the displacement of the stop pieces 4a, 4b and thus the displacement of the container 1 against the respectively assigned abutment 5a, 5b or against the underframe 3 at least in the direction of the transverse central plane of the rail freight wagon by means of a fixed stop 13.
  • the fixed stop 13 can itself be supported elastically by means of a buffer element 14 on the base frame 3 or the fixed stop 13 is provided on the side of the container 1 with a buffer element 14 against which the displaced container 1 comes to rest before the displacement path is used up.
  • the container 1 After the impact impact and the consumption of the impact energy, the container 1 is or is brought back into the starting position in all exemplary embodiments with respect to the base frame 1.
  • the resetting takes place either through the resilience of the energy consuming devices 7a and 7b or with the inclusion of additional resetting devices, the working ability of which is advantageously generated from the impact energy itself.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Packaging Of Machine Parts And Wound Products (AREA)

Claims (10)

  1. Dispositif d'appui comportant des éléments de butée prévus côté conteneur et des contre-butées prévues côté châssis, pour un conteneur placé sur le châssis d'un wagon de marchandises, en particulier d'un wagon-citerne, dont le conteneur est supporté à ses deux extrémités par rapport au châssis, en étant mobile longitudinalement de façon limitée, dans des supports d'extrémité dudit châssis disposés transversalement au sens longitudinal du wagon de marchandises, et dont le conteneur est maintenu au niveau du châssis dans le sens transversal par l'intermédiaire des supports d'extrémité et d'éléments de fixation appropriés, caractérisé en ce qu'une première contre-butée (5a) du châssis supporte un premier élément de butée associé (4a), à une extrémité (A) du conteneur (1), tandis qu'une seconde contre-butée (5b) supporte un second élément de butée associé (4b), à l'autre extrémité (B) du conteneur, en direction du plan médian transversal du wagon de marchandises, et en ce que les éléments de butée (4a, 4b) reliés de façon fixe au conteneur (1) sont guidés librement mobiles longitudinalement par rapport à la contre-butée associée (5a, 5b), en direction de l'extrémité associée correspondante (A, B) du châssis (3) du wagon de marchandises, de telle sorte que les forces et les énergies provenant d'une induction de choc à une extrémité (A) du wagon de marchandises soient induites dans le premier élément de butée (4b) du conteneur (1) à l'autre extrémité (B) opposée à l'induction de choc, par l'intermédiaire du châssis (3) et de la seconde contre-butée (5b), et que les forces et les énergies provenant d'une induction de choc à l'autre extrémité (B) du wagon de marchandises soient induites dans le premier élément de butée (4a) du conteneur (1) à l'extrémité (A) opposée à l'induction de choc par l'intermédiaire du châssis (3) et de la première contre-butée (5a).
  2. Appui selon la revendication 1, caractérisé en ce qu'il est prévu, entre le premier élément de butée (4a) et la première contre-butée associée (5a), et entre le second élément de butée (4b) et la seconde contre-butée associée (5b), des dispositifs de consommation d'énergie respectifs (7a) et (7b) agissant en direction du plan médian transversal du wagon de marchandises.
  3. Appui selon la revendication 2, caractérisé en ce que les dispositifs de consommation d'énergie (7a), (7b) sont pourvus d'éléments formant ressorts (8), par exemple de ressorts à friction (rondelle-ressort ou ressort conique) ou de ressorts en caoutchouc présentant un mélange et une structure appropriés.
  4. Appui selon la revendication 2, caractérisé en ce que les dispositifs de consommation d'énergie (7a), (7b) sont conçus de manière à transformer cette énergie cinétique (énergie du mouvement) en énergie potentielle (énergie de course), par exemple par l'intermédiaire d'un plan incliné.
  5. Appui selon la revendication 2 ou 4, caractérisé en ce que la première contre-butée (5a) présente une première surface d'appui (10a) et la seconde contre-butée (5b) présente une seconde surface d'appui (10b), étant précisé que les surfaces d'appui (10a) et (10b) sont orientées en biais vers le haut en direction du plan médian transversal du wagon de marchandises et sont supportées en direction dudit plan, et au niveau de la première surface d'appui (10a) est appliquée une première surface d'application (9a), inclinée en conséquence, du premier élément de butée (4a), tandis qu'au niveau de la seconde surface d'appui (10b) est appliquée une seconde surface d'application (9b), inclinée en conséquence, du second élément de butée (4b).
  6. Appui selon la revendication 5, caractérisé en ce que l'inclinaison des surfaces d'appui (10a), (10b) des contre-butées (5a), (5b) et celle des surfaces d'application (9a), (9b) des éléments de butée (4a), (4b) sont conçues pour être réglables.
  7. Appui selon la revendication 5 ou 6, caractérisé en ce qu'il est prévu une couche de revêtement (11) entre la surface d'application (9a) et la surface d'appui (10a), et entre la surface d'application (9b) et la surface d'appui (10b).
  8. Appui selon la revendication 5 ou 6, caractérisé en ce que les surfaces d'application (9a), (9b) et/ou les surfaces d'appui (10a), (10b) sont pourvues d'une garniture de friction (12).
  9. Appui selon l'une des revendications 1 à 8, caractérisé en ce que la course de déplacement des éléments de butée (4a), (4b) vers la contre-butée associée (5a) ou (5b) est limitée au moins en direction du plan médian transversal du wagon de marchandises par une butée fixe (13).
  10. Appui selon la revendication 9, caractérisé en ce que la butée fixe (13) est supportée de façon élastique au niveau du châssis (3) ou est pourvue, pour une action égale, vers le côté du conteneur (1), d'un élément tampon (14) contre lequel le conteneur (1) déplacé vient s'appliquer avant la fin de la course de déplacement.
EP90104792A 1989-03-25 1990-03-14 Etayage d'une citerne sur le châssis d'un wagon ferroviaire Expired - Lifetime EP0389867B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT9090104792T ATE105244T1 (de) 1989-03-25 1990-03-14 Abstuetzung fuer einen behaelter auf dem untergestell eines eisenbahngueterwagens.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3909883 1989-03-25
DE19893909883 DE3909883A1 (de) 1989-03-25 1989-03-25 Abstuetzung fuer einen behaelter auf dem untergestell eines eisenbahngueterwagens
DE19893940650 DE3940650C1 (fr) 1989-12-08 1989-12-08
DE3940650 1989-12-08

Publications (3)

Publication Number Publication Date
EP0389867A2 EP0389867A2 (fr) 1990-10-03
EP0389867A3 EP0389867A3 (fr) 1991-10-09
EP0389867B1 true EP0389867B1 (fr) 1994-05-04

Family

ID=25879222

Family Applications (2)

Application Number Title Priority Date Filing Date
EP90104791A Expired - Lifetime EP0389866B1 (fr) 1989-03-25 1990-03-14 Châssis pour wagons ferroviaires, notamment pour wagons-citernes ou wagons fermés pour produits en vrac
EP90104792A Expired - Lifetime EP0389867B1 (fr) 1989-03-25 1990-03-14 Etayage d'une citerne sur le châssis d'un wagon ferroviaire

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP90104791A Expired - Lifetime EP0389866B1 (fr) 1989-03-25 1990-03-14 Châssis pour wagons ferroviaires, notamment pour wagons-citernes ou wagons fermés pour produits en vrac

Country Status (4)

Country Link
EP (2) EP0389866B1 (fr)
DD (1) DD293556A5 (fr)
DE (1) DE59005575D1 (fr)
FI (2) FI901461A0 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU180705U1 (ru) * 2018-02-05 2018-06-21 РЕЙЛ 1520 АйПи ЛТД Вагон-цистерна
RU187707U1 (ru) * 2018-12-04 2019-03-14 Акционерное общество "Научно-внедренческий центр "Вагоны" (АО "НВЦ "Вагоны") Вагон-цистерна

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19704463A1 (de) * 1997-02-06 1998-08-13 Linke Hofmann Busch Schienengebundener Güterwagen, insbesondere Kesselwagen
US6357363B1 (en) 2000-04-19 2002-03-19 Gunderson, Inc. Railroad tank car
DE20208835U1 (de) * 2002-06-07 2002-10-10 ROBEL Bahnbaumaschinen GmbH, 83395 Freilassing Instandhaltungsfahrzeug
CN106740949A (zh) * 2016-12-20 2017-05-31 中车山东机车车辆有限公司 一种有底架罐车的底架装置

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1481973A (fr) * 1966-01-17 1967-05-26 Cie Francaise Des Produits Met Wagon-citerne monocoque à bogies
DE2703508A1 (de) * 1977-01-28 1978-08-10 Waggon Union Gmbh Lagerung eines isolierten kessels auf einem eisenbahnwagen

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU180705U1 (ru) * 2018-02-05 2018-06-21 РЕЙЛ 1520 АйПи ЛТД Вагон-цистерна
RU187707U1 (ru) * 2018-12-04 2019-03-14 Акционерное общество "Научно-внедренческий центр "Вагоны" (АО "НВЦ "Вагоны") Вагон-цистерна

Also Published As

Publication number Publication date
FI901461A0 (fi) 1990-03-23
FI901460A0 (fi) 1990-03-23
EP0389866A3 (fr) 1991-10-09
DE59005575D1 (de) 1994-06-09
DD293556A5 (de) 1991-09-05
EP0389866B1 (fr) 1993-09-15
EP0389866A2 (fr) 1990-10-03
EP0389867A3 (fr) 1991-10-09
EP0389867A2 (fr) 1990-10-03

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