Underframe for a rail vehicle

Abstract

Underframe for a rail vehicle, constructed from a plurality of interconnected light metal profiles, wherein at least one of the light metal profiles (1) has a chamber (2) bordering an outer wall of the light metal profile (1), in which at least one recess (5) opening an outer wall of the light metal profile (1) is provided as a fastening point for an anti-lift device (3), wherein a bolt (7) is inserted into the chamber (2), by means of which an end of a connecting element of an anti-lift device (3) can be positively locked.

Description

Technical Area

[0001] The invention relates to a chassis for a rail vehicle with attachment points for an anti-lift device. State of the art

[0002] When a rail vehicle is lifted, for example during rerailing or certain maintenance work, the running gear, which is generally designed as bogies, must be taken into account. Lifting the car body alone is not possible, as this would damage the numerous lines running between the car body and the running gear. Therefore, the running gear must be detached before lifting the car body, which requires considerable effort, or the running gear must be lifted together with the car body. It is common practice to use so-called anti-lift devices, which support the running gear when the car body is lifted and ensure that the permissible distances between the running gear and the car body, beyond which the various lines could be damaged, are not exceeded.During operation of the rail vehicle, the anti-lift device must not impede the necessary deflections of the chassis relative to the car body. Therefore, steel cables are often used for this purpose. These cables are attached to both the running gear and the car body and can execute the deflections (during curves, crests, and dips, as well as during suspension movements) without resistance. Suitable attachment points are provided on the car body side, dimensioned to withstand the expected forces. Typically, the cables are bent over a thimble at their car body-side end, allowing for connection via a bolt passing through this thimble. The car body-side attachment points are typically designed as brackets, which are connected to the underframe of the car body by bolts or welded to it.Known fastening points require considerable labor and material resources for their fabrication. Furthermore, there is always a risk of damage during the production of welded joints, necessitating extensive corrective work. Depiction the invention

[0003] The invention therefore aims to provide a subframe for a rail vehicle, manufactured using an integral construction method and comprising attachment points for an anti-lift device, whereby the construction and labor costs for manufacturing these attachment points are to be minimized. In particular, the attachment points are to be realized without additional components such as screw or welded brackets.

[0004] The problem is solved by a chassis for a rail vehicle having the features of claim 1 and a rail vehicle according to claim 9. Advantageous embodiments are the subject of dependent claims.

[0005] According to the basic idea of ​​the invention, a chassis for a rail vehicle is described, which is constructed from a plurality of interconnected light metal profiles, wherein at least one of the light metal profiles has a chamber bordering an outer wall of the light metal profile, in which at least one recess opening an outer wall of the light metal profile is produced as a fastening point for an anti-lift device, wherein a bolt is inserted into the chamber, by means of which one end of a connecting element of an anti-lift device can be positively locked.

[0006] This allows for the advantage of attaching an anti-lift device directly to a lightweight metal profile of a substructure, thereby particularly utilizing the advantages of integral construction, according to which a substructure is built from a plurality of interconnected lightweight metal profiles. According to the invention, all the additional fastening means commonly used in prior art solutions, such as screw or welded brackets, and the labor associated with their assembly are eliminated.

[0007] According to the invention, a lightweight metal profile of a chassis is equipped with a chamber that adjoins an outer wall of this profile. Lightweight metal profiles for the construction of chassis of rail vehicles are commonly manufactured by extrusion, whereby lightweight metal is pressed through a die, making it possible to realize almost any cross-section, including open and closed chambers. Such a chamber is designed in such a way that it adjoins an outer wall of the profile on one side and has a cross-section suitable for receiving a bolt, within which the bolt is positively guided. Naturally, the bolt is displaceable along the longitudinal direction of the lightweight metal profile but cannot leave the chamber in the transverse direction. Such a chamber can be designed either with an open cross-section or with a closed, preferably circular, cross-section.Depending on the required strength at the fastening point, the shape of the chamber and its wall thickness can thus be determined.

[0008] A base frame according to the invention is equipped with at least one recess, wherein the recess is suitable for inserting an end of a connecting element of an anti-lift device into the chamber and for positive locking by means of the bolt.

[0009] The connecting element must be equipped with a bore whose inner diameter is larger than the outer diameter of the bolt, so that after the end of the connecting element is inserted, the bolt can be pushed through the bore, thus securing the connecting element against falling out. Subsequently, the bolt must be secured against axial displacement, for example, by means of a cotter pin. This securing device can be located in the recess, allowing for the easy mounting of other components, such as a washer attached to the bolt. Besides securing with a cotter pin, other locking elements can also be used. It is particularly advantageous to choose one that only needs to be positioned at one end of the bolt and thus prevents the bolt from shifting in both directions.For example, this can be achieved by a plate-like locking element which, in the mounting position, engages in a slot on the bolt and is itself detachably attached to the base, in particular the light metal profile with the chamber.

[0010] In general, implementing the invention requires a recess in the light metal profile into which one end of a connecting element of an anti-lift device is inserted and secured against falling out by means of the bolt. This is feasible in applications where the light metal profile is accessible at its end face and near the fastening point, allowing the bolt to be inserted into the chamber via this end face. Since only one end of the bolt is accessible according to this solution, a corresponding locking element must also be provided to protect the bolt against displacement in both directions. A locking element that fulfills this requirement is described in the preceding paragraph.

[0011] An embodiment of the invention with two recesses is advantageous in applications where the fastening point is located near one end of the light metal profile, since the bolt can be inserted into the chamber via this end, thus eliminating the need for a further recess. Because both ends of the bolt are accessible, a simpler locking element, such as a cotter pin, and a simpler bolt design can be used, as the bolt requires only two transverse bores for the cotter pins, rather than a slot.

[0012] However, if the fastening point is located further from one end of the light alloy profile, or if the end is unsuitable for inserting the bolt (e.g., due to inaccessibility), then three spaced-apart recesses must be provided. One of the two outer recesses must be wider than the length of the bolt, allowing the bolt to be inserted into the chamber through this recess. The middle recess serves to secure the connecting element, ensuring an even distribution of force between the bolt and the light alloy profile that guides it, thus preventing stress concentrations.

[0013] The recesses are preferably produced using a milling process, which offers the advantage in practical applications that no significant additional effort is required, since integrally constructed base frames are already subject to extensive machining operations. Therefore, producing the recesses requires only a minimal proportion of the total machining time.

[0014] The attachment points can be provided at any suitable point on a subframe, with the proximity to a chassis naturally determining the arrangement. Depending on the mass of the chassis, the available installation space for the anti-lift device, and the strength of the subframe at the attachment point, these can be provided on outer longitudinal beams, center longitudinal beams, end crossbeams, coupling beams, or other crossbeams of the subframe.

[0015] It is particularly advantageous to provide the fastening points on a main crossbeam, since these are designed with high strength, as the forces acting on the car body from the chassis are transmitted via them, so that the pure weight forces of the chassis can at least be easily transmitted.

[0016] Integral main crossbeams can be aligned with lightweight metal profiles oriented in either the transverse or longitudinal direction, relative to the longitudinal direction of the substructure. Both embodiments allow for the provision of the described fastening points. The connecting elements of the anti-lift device can be designed according to all common configurations, for example, as a rod or chain. In any case, a suitable bore for receiving the bolt must be provided at the end facing the fastening point.

[0017] It is particularly advantageous to design the connecting element as a steel cable with a cable thimble, as this offers high flexibility and can be easily manufactured to the required length. The cable thimble, commonly used at cable ends, forms the bore for the positive locking mechanism using the bolt.

[0018] Generally, a rail vehicle is equipped with two bogies, although special designs such as sedan-style cars or the Jacobs design may have only one bogie. The underframe can have two or four attachment points for anti-lift devices per bogie, with each design offering different advantages and disadvantages. While two attachment points allow a bogie to be safely lifted, four attachment points provide better control over the bogie's position relative to the underframe when lifted, particularly preventing it from striking the underframe.

[0019] Furthermore, the invention comprises a rail vehicle equipped with a chassis as described herein. Brief description of the drawings

[0020] They show, for example: Fig. 1 Main crossbeam with mounting point Fig. 2 Main crossbeam with attachment point, section Fig. 3 Main crossbeam with attachment point - cross-section Fig. 4 Main crossbeam with mounting points - overall view Implementation of the invention

[0021] Fig. 1 Figure 1 shows an exemplary and schematic representation of a main crossbeam with a fastening point. A view of a main crossbeam 8 in the area of ​​a fastening point for an anti-lift device is shown, where the main crossbeam 8 is of integral construction.

[0022] The main crossbeam 8 is constructed from light metal profiles, with a light metal profile 1 arranged at the edge of the main crossbeam 8 and comprising the fastening point. Three recesses 4, 5, 6 are formed in this light metal profile 1, typically by means of a machining process, in particular a milling process. The first recess 4 is designed such that a bolt 7 can be inserted through it into the interior of the light metal profile 1 and pushed into a chamber 2 of the light metal profile. Due to the manufacture of the light metal profile 1 as an extruded part, this chamber 2 extends over the entire length of the profile; it is therefore also present outside the fastening point and in Fig. 1visible. In the illustrated embodiment, chamber 2 is open, but the opening is smaller than the diameter of bolt 7, so that bolt 7 is positively locked in chamber 2. The second recess 5 serves to guide one end of a connecting element of the anti-lift device 3. Fig. 1The connecting element shown is a cable, typically a steel cable, which is equipped with a cable thimble 9 at its end facing the main crossbeam 8. In the illustrated mounting position of the anti-lift device 3, the bolt 7 passes through this cable thimble 9, allowing tensile forces to be transmitted from the anti-lift device 3 to the main crossbeam 8. A third recess 6 is provided on the opposite side (with respect to the second recess 5) of the first recess 4, providing access to the bolt 7 and, in particular, allowing a locking element to be mounted on the bolt 7, which secures the bolt in its mounting position. In the illustrated embodiment, a cotter pin is shown as a locking element at both ends of the bolt 7, and a washer is shown slid onto the bolt 7.The recesses 4, 5, and 6 must be dimensioned such that, on the one hand, the insertion of the bolt 7 and the installation of the locking element are possible, but on the other hand, the strength of the light metal profile is not unduly compromised. If the design of the main crossbeam permits, the recesses 4 and 6 in particular can be used for routing cables, since the installation space in the vicinity of a main crossbeam 8 is generally very limited.

[0023] Fig. 2 This shows an exemplary and schematic cross-section through a main crossbeam with a fastening point. It is the main crossbeam 8 from Fig. 1 The figure shows a section through the light metal profile 1 near the second recess 5. The positive-locking guidance of the bolt 7 in the open chamber 2 is particularly evident.

[0024] Fig. 3This shows an exemplary and schematic cross-section through a main crossbeam with a fastening point. It is the main crossbeam 8 from the Figs. 1 and 2 The figure shows a section perpendicular to the longitudinal direction of the main crossbeam 8. In particular, the structure of the light metal profile 1 is visible, as well as the fact that the chamber 2 required for the implementation of the invention represents only a minor modification of the light metal profile 1.

[0025] Fig. 4 This shows an exemplary and schematic overview of a main crossbeam with its fastening points. It is main crossbeam 8 from the Figs. 1 to 3The assembly is shown in an overall view, with two attachment points for anti-lift devices 3 provided according to the type described above. The first recess 4 is designed to be large enough to allow the bolt 7 to be inserted through it, even though it is located at one end of the main crossbeam 8. The bolt 7 could therefore also be inserted through the adjacent end face of the main crossbeam 8. However, this is not possible because the main crossbeam 8 is in Fig. 4 The diagram shows the structure without the surrounding components, in particular the external longitudinal beams. The openings on the end faces of the main crossbeam 8 are closed after the substructure has been assembled; the first recess 4 is therefore required for mounting the bolt 7. Reference symbol list

[0026] 1. Light alloy profile 2. Chamber 3. Anti-lift device 4. First recess 5. Second recess 6. Third recess 7. Bolt 8. Main crossbeam 9. Cable thimble

Claims

1. Underframe for a rail vehicle, constructed from a plurality of interconnected light metal profiles, characterized by the fact that a chamber (2) bordering an outer wall of the light metal profile (1) is provided on at least one of the light metal profiles (1), in which at least one recess (5) opening an outer wall of the light metal profile (1) is produced as a fastening point for an anti-lift device (3), wherein a bolt (7) is inserted into the chamber (2), by means of which an end of a connecting element of an anti-lift device (3) can be positively locked.

2. Underframe for a rail vehicle according to claim 1, characterized by the fact that Three recesses (4, 5, 6) spaced apart from each other are provided, one of the two outer recesses (4, 6) being wider than the length of the bolt (7), so that the bolt (7) can be inserted into the chamber (2) via this recess (4, 6).

3. Underframe for a rail vehicle according to claim 1 or 2, characterized by the fact that the chamber (2) is provided in a light metal profile (1) forming a main crossbeam (8) of a substructure.

4. Underframe for a rail vehicle according to claim 3, characterized by the fact that the light metal profile (1) is oriented transversely to the longitudinal direction of the base frame.

5. Underframe for a rail vehicle according to claim 3, characterized by the fact that the light metal profile (1) is oriented in the longitudinal direction of the base frame.

6. Underframe for a rail vehicle according to one of claims 1 to 5, characterized by the fact that the connecting element is designed as a steel cable with a cable thimble (9).

7. Underframe for a rail vehicle according to one of claims 1 to 6, characterized by the fact that the recesses (4, 5, 6) are produced by machining using a milling process.

8. Underframe for a rail vehicle according to one of claims 1 to 6, characterized by the fact thatthe undercarriage is equipped to accommodate two bogies, with each bogie having two or four attachment points for an anti-lift device (3).

9. Rail vehicle comprising a chassis according to any one of claims 1 to 8.

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