Rail vehicle carriage box

Abstract

Rail vehicle car body comprising a chassis (1) with a support structure (2) projecting longitudinally from at least one end face and having a device (3) for the detachable attachment of a swivel joint, wherein the projecting support structure (2) is permanently connected to an end crossbeam (4) of the chassis (1), and wherein the end crossbeam (4) has an open cross-section.

Description

Technical field

[0001] The invention relates to a rail vehicle car body with a device for the detachable fastening of a swivel joint. State of the art

[0002] Certain rail vehicle designs involve connecting two car bodies via a pivot joint, specifically a so-called turntable, and positioning a bogie at this connection point along the pivot axis of this turntable. Both car bodies rest on the bogie and can transmit operating forces directly to it. Such a connection of two car bodies can only be coupled and uncoupled in a workshop with considerable effort, making this design particularly suitable for vehicles that are intended to remain permanently coupled during operation. The car bodies of such vehicles feature hinged crossbeams on the relevant end face of the underframe. These crossbeams are designed as box girders and include cantilevers that accommodate the turntable.Typically, one of the cantilevers is designed for connection to an inner ring of the turntable, while the cantilever of the car body to be coupled is designed for connection to an outer ring of the turntable. When two car bodies are connected via a turntable, this connection is moment-free about the vertical axis, and the car bodies can negotiate curves. To also allow for crests or dips, i.e., to permit a pitching motion between the car bodies, the cantilever of one of the car bodies is equipped with pivot bushings, which allow a moment-free connection of a pivot joint, in particular a turntable, about the horizontal transverse axis. However, a rolling motion between the coupled car bodies is not possible and leads to strong constraint forces in the turntable, as the rotational degree of freedom in the longitudinal direction of the vehicle is restricted.These torsional forces act not only on the turntable but also as a global torsion on both coupled car bodies, resulting in increased stress. This can be addressed by reinforcing the car body structure. Alternatively, the car body structure can be designed with sufficient flexibility to reduce the resulting forces. This torsion also alters the wheel contact forces at the coupling point, thereby reducing derailment safety. One way to counteract this is to insert a pivot joint in the cantilever of one of the joint crossbeams, ensuring that the car bodies are connected without moments along the longitudinal axis of the vehicle. However, this is not feasible in practical applications due to space constraints. Furthermore, this would necessitate the insertion of a roll bar between the car bodies, which would again prevent the moment from being released.No practical solution to this problem is known from the current state of the art. Description of the invention

[0003] The invention is therefore based on the objective of providing a rail vehicle car body with a device for the detachable fastening of a swivel joint, which avoids the disadvantages of the prior art and in particular relieves the car body structure of torsional forces emanating from the swivel joint connection.

[0004] The problem is solved by a rail vehicle car body with the features of claim 1. Advantageous embodiments are the subject of dependent claims.

[0005] According to the basic idea of ​​the invention, a rail vehicle car body is described which comprises a subframe with a support structure projecting longitudinally from at least one of its end faces, with a device for the detachable fastening of a swivel joint, wherein the support structure is connected to an end crossbeam of the subframe and wherein the end crossbeam has an open cross-section.

[0006] This offers the advantage of reducing the torsional stiffness of the rail vehicle car body at the point where a swivel joint is attached to such an extent that the car body structure is relieved of the torsional forces about the longitudinal axis introduced by the swivel joint. According to the invention, the car body at the connection point to the cantilevered support structure and the cantilevered support structure itself has a reduced stiffness, which allows the device for the detachable attachment of a swivel joint to rotate relative to the car body to a certain, small degree. For this purpose, according to the invention, that part of a subframe into which the torsional forces are introduced is designed in such a way that the operating forces (e.g., longitudinal and transverse forces) can be reliably transmitted over the service life of the car body, while the torsional stiffness is reduced.

[0007] This part, the end crossbeam, also called hinged crossbeam, is to be designed with an open cross-section (profile), since such a profile has a lower section modulus than the closed profiles used in the prior art (e.g. the closed profile of a box girder).

[0008] Conventional support structures with a device for the detachable attachment of a swivel joint are further designed such that they are additionally ribbed at the connection to the end crossmember, meaning that webs of this support structure penetrate the end crossmember and are permanently connected to it. This results in high strength and also high torsional stiffness in the longitudinal direction of the vehicle, making such a structure subject to high global torsional loads.

[0009] Depending on the design of the pivot joint to be provided, the cantilevered support structure must be designed accordingly with a device for the detachable attachment of a pivot joint, whereby two different designs are possible for a pivot joint designed as a slewing ring. A first embodiment establishes the connection to an inner ring of a slewing ring, so that it is advantageous to provide a support structure cantilevered centrally from the car body, which forms a circular or circular segment-shaped so-called slewing ring interface at its end, by means of which a detachable connection to an inner ring of a slewing ring can be established.

[0010] A second embodiment establishes a connection to an outer ring of a slewing ring, whereby no direct connection with this outer ring is to be established. Instead, the slewing ring must be pivotably mounted about a transverse axis to allow pitching movements between two coupled car bodies. Therefore, the slewing ring must be pivotably mounted to the car body about a transverse axis, which determines the shape of the cantilevered support structure of the second embodiment. This structure is designed as a double, symmetrical support structure, with each support having a so-called bushing interface at its end. This interface can preferably be designed as a bearing bushing oriented transversely to the longitudinal direction of the car body, into which a pin provided on the outer ring of the slewing ring engages in a rotatable manner when the vehicles are coupled.

[0011] The principle underlying the present invention, namely to design the cantilevered support structure and the connection of the cantilevered support structure to the car body with reduced stiffness, can be implemented with both embodiments of the joint connection.

[0012] According to the first embodiment, the connection of an inner ring of a slewing ring, it is particularly advantageous to design the support structure with two substantially horizontally arranged plates, which are permanently connected to the end crossbeam of the base frame at a distance from each other, wherein at least one plate is provided oriented vertically and longitudinally to the base frame, and which is permanently connected to both the horizontal plates and the end crossbeam. Such an embodiment forms a double T-beam with a short frame and widely projecting flanges. This is particularly advantageous because it facilitates the detachable attachment of a conventional swivel joint (slewing ring) with a typical diameter to one or both of the flanges.The two flanges can be arranged parallel to each other or angled to each other, resulting in a double T-beam with a web of varying height along its length.

[0013] Railcar bodies often feature a central longitudinal beam in their underframe, which runs along the longitudinal extent of the underframe and connects the end crossbeams of both ends. Such a central longitudinal beam primarily transmits longitudinal forces and offers only a low section modulus against torsional forces. It is recommended that the web of the supporting structure transitions into the central longitudinal beam so that the longitudinal forces are transferred directly between the supporting structure and the central longitudinal beam without deflection. If, for example, a central longitudinal beam with a double-T cross-section is used, the supporting structure can be designed so that the webs of the supporting structure and the central longitudinal beam are aligned and have the same height at the connection point to the end crossbeam.

[0014] The end crossbeam should have an open cross-section, with I-, L-, U-, and C-shaped cross-sections, as well as double T-shaped cross-sections, being particularly advantageous. A further advantage of an open cross-section, besides its lower stiffness compared to closed cross-sections, lies in the improved accessibility and thus easier inspection of welded joints on the end crossbeam, and the simpler implementation of corrosion protection measures.

[0015] It is essential that an end crossbeam used in the present invention exhibits high bending stiffness with the lowest possible material expenditure, which is achievable through the aforementioned profile shapes. It is possible to design the stiffness of the pivot joint connection against torsion about the vehicle's longitudinal axis to be essentially independent of the stiffnesses in the vertical and horizontal directions, thus reducing it compared to conventional car bodies. In particular, it is essential to minimize the twisting of the webs of the cantilevered support structure with the end crossbeam. The device for the detachable attachment of a pivot joint, arranged on the cantilevered support structure 2, is not subject to any deformation, since this deformation occurs essentially between this device for the detachable attachment of a slewing ring and the end crossbeam.This is particularly advantageous because, in this way, a swivel joint attached to the device for the detachable fastening of a pivot joint remains undeformed under load, thus ensuring its function is not impaired and the screw connections used for fastening are also freed from constraint forces. The end crossbeam 4 is designed as an open profile. Fig. 1 shows a double-T beam as end crossbeam 4. Brief description of the drawings

[0016] They show, for example: Fig. 1 Base frame. Fig. 2 Base frame section 1. Fig. 3 Base frame section 2. Fig. 4 Base frame longitudinal section. Fig. 5 Base frame, angled view from above. Fig. 6 Base frame, angled view from below. Fig. 7 Base frame, oblique view from above, torsionally rigid design. Fig. 8 Base frame socket interface. Fig. 9 Base frame socket interface cut. Fig. 10Base frame adjustment of cantilever stiffness Implementation of the invention

[0017] Fig. 1Figure 1 shows an exemplary and schematic representation of a chassis. It depicts an abstracted chassis of a rail vehicle body in a top view of one end face of the chassis 1. The chassis 1 consists of two longitudinal beams 5 extending laterally parallel to the longitudinal axis of the rail vehicle body and an end crossbeam 4 connecting these two longitudinal beams 5 transversely to the longitudinal axis of the rail vehicle body. A cantilevered support structure 2 is arranged on this end crossbeam 4. This support structure is designed for the detachable attachment of a turntable and includes suitable fastening elements. The longitudinal beams 5, end crossbeam 4, and support structure 2 are permanently connected to one another, typically by welding, and are designed to absorb and transmit all forces and moments acting on the rail vehicle body.The structure of the underframe 1 is further reinforced by a central longitudinal beam 8, which runs centrally along the longitudinal axis of the underframe 1 and is also permanently connected to the end crossbeam 4. This central longitudinal beam 8 transmits, in particular, longitudinal compressive forces, which are introduced into the underframe via the vehicle's couplings or, in the illustrated embodiment, via a turntable. This embodiment shows a torsionally flexible design for the connection of a turntable, so that the car body structure is not subjected to the full torsional moments about the longitudinal axis of the vehicle. For this purpose, the cantilevered support structure 2 is designed to be torsionally flexible, but sufficiently stable in the area of ​​the turntable mounting so as not to compromise the function of the turntable and its fastening elements.The cantilevered support structure 2 is constructed from two essentially horizontally arranged plates 6, which are permanently connected to the end crossbeam 4 of the substructure 1 at a distance from each other. Furthermore, the cantilevered support structure 2 comprises two vertically oriented plates 7, aligned with the longitudinal axis of the substructure, which are permanently connected to both the plates 6 and the end crossbeam. In this way, the cantilevered support structure 2 forms a box girder, which, however, is only slightly interlocked with the end crossbeam 4, so that its section modulus against torsional moments is significantly reduced. It is essential to arrange the vertical plates 7 as close as possible to the longitudinal axis, since plates positioned further out would stiffen the cantilevered support structure 2 to such an extent that its torsional flexibility would be insufficient.To stiffen the mounting of the slewing ring, a ring 9 is arranged between the plates 6 and permanently connected to them.

[0018] Fig. 2 shows an exemplary and schematic representation of a substructure in a first sectional view along the in Fig. 1 The line AA shown in this section illustrates the structure of the cantilevered support structure 2 in the area where a slewing ring 10 is mounted. The plates 6 are connected by a ring 9, and a slewing ring 10 is arranged on the lower plate 6. This structure forms a circularly closed beam with high stability and is therefore well suited for the deformation-free mounting of a slewing ring 10.

[0019] Fig. 3 shows an exemplary and schematic representation of a substructure in a first sectional view along the in Fig. 1The line BB shown. This sectional view illustrates the structure of the cantilevered supporting structure 2 near the attachment with the end crossbeam 4, looking towards the slewing ring 10. The box girder structure, formed from the vertical plates 7 and the horizontal plates 6, is visible. The ring 9 connecting the plates 6 is also visible.

[0020] Fig. 4 shows, by way of example and schematically, a longitudinal section through a substructure in the area of ​​the cantilevered supporting structure 2 along the in Fig. 1 The line CC shown illustrates the structure of the end crossbeam 4 as an open profile with a double-T shaped cross-section, as well as the interlocking of the vertical plates 7 with the end crossbeam 4. The plates 6 are arranged at a slight angle to each other and connected to the ring 9, with the slewing ring 10 being attached to the lower of the two plates 6.

[0021] Fig. 5Figure 1 shows an exemplary and schematic representation of a base frame in an oblique top view. It depicts an embodiment of a base frame 1, which differs from the one shown in Figure 1. Fig. 1 The illustrated embodiment offers an even further reduced torsional stiffness of the cantilevered support structure 2. This underframe 1 is also constructed from an end crossbeam 4, longitudinal beams 5, and a central longitudinal beam 8. However, the end crossbeam 4 is designed as an open profile with a C-shaped cross-section, and radii and corner reinforcements are provided, as implemented in practical underframe designs. The central longitudinal beam 8 is designed with a double-T beam. The cantilevered support structure 2 is weight-optimized, so that the plates 6 are tapered and the ring 9 has only a small height on its side facing away from the car body. The particularly low torsional stiffness of the in Fig. 5The structure shown is achieved in particular by the single vertical plate 7, which is arranged in the longitudinal axis of the vehicle and connected to the end crossbeam 4, the plates 6, and the ring 9. In this way, the vertical plate 7 together with the plates 6 forms a beam with a double-T cross-section, which differs from a box girder as shown in Fig. 1 exhibits a lower section modulus. The vertical plate 7 forms the web of this beam with a double-T cross-section and connects flush to the web of the central longitudinal beam 8, so that this structure exhibits high longitudinal stiffness. The cantilevered supporting structure 2 is equipped with a device 3 for the detachable fastening of a slewing ring, which in the illustrated embodiment is designed as a plurality of concentrically arranged bores for the production of bolted connections.

[0022] Fig. 6This shows an exemplary and schematic representation of a base frame in an oblique view from below. It is the embodiment from Fig. 5 shown, in which the arrangement of the plates 6 and the device 3 for the detachable fastening of a slewing ring are particularly visible.

[0023] Fig. 7 Figure 1 shows an exemplary and schematic representation of a torsionally stiffer design of a subframe in an oblique top view. It depicts a further embodiment of a rail vehicle car body according to the invention, which, in contrast to the one in Figure 2, Fig. 5 The illustrated embodiment exhibits only a slight reduction in torsional stiffness about the vehicle's longitudinal axis. The underframe 1 has a partially identical structure to that shown in Fig. 5The illustrated embodiment consists of an end crossbeam 4, longitudinal beams 5, and a central longitudinal beam 8. The end crossbeam 4 is also designed as an open profile with a C-shaped cross-section, and features radii and corner reinforcements, as implemented in practical designs of a substructure. The central longitudinal beam 8 is designed as a double-T beam, the web of which extends to and is connected with the end crossbeam 4. The cantilevered supporting structure 2, on the other hand, is significantly more torsionally rigid and differs in that three vertical plates 7 are arranged between the plates 6, thus forming two adjacent box girders. Fig. 7 The upper plate 6 is shown transparently, so that the position of the plates 7 is visible. The design of the ring 9 and the device 3 for the detachable fastening of a slewing ring is identical to that in Fig. 5The torsional stiffness of this cantilevered supporting structure 2 is essentially determined by the distance between the two outer vertical plates 7, so that it can be adapted to the specific requirements by varying this distance.

[0024] Fig. 8 Figure 1 shows an exemplary and schematic representation of a subframe with a socket interface. A top view of a subframe 1 is shown, which has a cantilevered support structure 2 for connection to a swivel joint, but unlike the ones in the preceding illustrations, is equipped with two socket interfaces 11. A device for the detachable attachment of a slewing ring 3 with two socket interfaces 11 is provided, which are designed for the rotational guidance of a swivel joint element, thus providing one degree of rotational freedom about a horizontal axis between two coupled vehicles. The in Fig. 8The illustrated embodiment of the invention is suitable for coupling a further vehicle whose underframe includes a device for the detachable fastening of an inner ring of a slewing ring. At a coupling point between two vehicles to be connected by a slewing ring, one of the underframes is equipped with a bushing interface and the other with a slewing ring interface (as, for example, in Fig. 5The device for the detachable fastening of a slewing ring 3 cantilevers out from the end crossbeam 4 in the longitudinal direction of the substructure 1 and comprises a left and a right section, each with a bushing interface 11 at its end. The device for the detachable fastening of a slewing ring 3 is constructed as a support structure of vertically and horizontally arranged plates, similar to a T-beam. A support structure of an inner web 13 and a support structure of an outer web 14 extend to each end of a cantilevered support structure 2, so that this support structure, which is formed from two mirror-image parts, each with a bushing interface 11, is connected to the end crossbeam 4 by a V-shaped support arrangement.The supporting structures of the outer web 14 extend towards the center of the underframe to the web 12 of the end crossbeam, while the supporting structures of the inner web 13 penetrate the web 12 of the end crossbeam and extend to a central longitudinal beam 8. The connection of the supporting structures of the inner web 13 to the central longitudinal beam 8 ensures optimal longitudinal force transmission between the bushing interfaces 11 and the underframe 1, particularly towards the opposite end of the underframe 1.

[0025] Fig. 9 Figure 1 shows an exemplary and schematic cross-sectional view of a base frame with a socket interface. It is a longitudinal section through a base frame 1, as shown in Figure 2. Fig. 8, shown along section line AA. The structure of the end crossbeam 4 as a double-T beam with a web 12 and two flanges is evident. The tag structure 13 of the inner web extends from the bushing interface 11 to the central longitudinal beam 8 and penetrates the web 12 of the end crossbeam.

[0026] Fig. 10 Figure 1 shows an exemplary and schematic representation of a substructure with a specific adjustment of the cantilever stiffness. Three illustrations demonstrate how the stiffness of the cantilevered supporting structure 2 can be predetermined by a specific arrangement of the web 12 of the end crossbeam 4 while maintaining the cantilever length, i.e., the distance of the bushing interface 11 from the end crossbeam 4. A: This represents an arrangement with high stiffness of the cantilevered support structure 2, in which the web 12 of the end crossbeam 4 is arranged as far forward as possible within the end crossbeam 4. The cantilever length of the two cantilevered support structures 2 is thus minimized, while the geometry of the substructure 1 remains unchanged, and therefore exhibits high stiffness. B: This shows a reduced stiffness of the cantilevered support structures 2 compared to version A. The web 12 of the end crossbeam 4 is shifted towards the center of the substructure 1, so that the cantilever length of the cantilevered support structures 2 is longer compared to version A. However, the position of the bushing interfaces 11 relative to the substructure 1 remains unchanged. C: This shows a more extreme reduction in cantilever stiffness, in which the web 12 of the end crossbeam 4 is shifted even further towards the center of the substructure 1.The straps of the end crossbeam 4 are also enlarged so that the web 12 can still rest on them. Reference symbol list

[0027] 1. Substructure 2. Cantilevered support structure 3. Device for the detachable attachment of a slewing ring 4. End crossbeam 5. Longitudinal beam 6. Plate 7. Vertically oriented plate 8. Center longitudinal beam 9. Ring 10. Slewing ring 11. Bushing interface 12. Web of the end crossbeam 13. Support structure inner web 14. Support structure outer web

Claims

1. Rail vehicle car body comprising a subframe (1) with a supporting structure (2) projecting longitudinally from at least one end face and with a device (3) for the detachable attachment of a swivel joint, characterized by the fact that the cantilevered supporting structure (2) is inseparably connected to an end crossbeam (4) of the substructure (1), wherein the end crossbeam (4) has an open cross-section.

2. Rail vehicle car body according to claim 1, characterized by the fact that the supporting structure (2) comprises two substantially horizontally arranged plates (6) which are inseparably connected to the end crossbeam (4) of the base frame (1) at a distance from each other, and wherein at least one vertically and longitudinally oriented plate (7) is provided which is inseparably connected to both the horizontal plates (6) and to the end crossbeam (4).

3. Rail vehicle car body according to claim 1 or 2, characterized by the fact thata central longitudinal beam (8) is provided, which is oriented centrally in the longitudinal direction of the substructure (1) and is inseparably connected to the end crossbeam (4).

4. Railway vehicle car body according to one of claims 1 to 3, characterized by the fact that the end crossbeam (4) is designed with an I-shaped, or an L-shaped, or a C-shaped, or a U-shaped, or a T-shaped or a double-T shaped cross-section.

5. Railway vehicle car body according to one of claims 1 to 4, characterized by the fact that the device (3) for the detachable fastening of a swivel joint is designed as a circularly arranged plurality of bores.

6. Rail vehicle car body according to one of claims 1 to 4, characterized by the fact that the device (3) for the detachable fastening of a swivel joint is designed as a bushing interface (11).

7. Rail vehicle car body according to claim 6, characterized by the fact thatthe cantilevered supporting structure (2) is formed as a double, symmetrical support structure with one outer web (14) and one inner web (13) each.

8. Rail vehicle car body according to claim 7, characterized by the fact that the outer webs (14) extend between the end crossbeam (4) and the device (3) for the detachable fastening of a swivel joint and the inner webs (13) extend between the end crossbeam (4) and the device (3) for the detachable fastening of a swivel joint.

9. Railway vehicle car body according to one of claims 1 to 8, characterized by the fact that the cantilevered supporting structure (2) is made of a plurality of steel plates welded together.

10. Railway vehicle car body according to one of claims 1 to 8, characterized by the fact that the cantilevered supporting structure (2) is designed as a cast part.

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