Front section of a railway car

Abstract

The invention is a car body with a front structure for a railway car, comprising a longitudinal beam (10) parallel to the longitudinal axis of the car body (1), a coupling beam (6) and abutting head pieces (4).The essence of the invention is that for the formation of the front part of the front structure, there is a horizontal engine cross-member (2) perpendicular to the longitudinal axis of the car body (1) and the longitudinal members (10) arranged on the sides of the car body are firmly connected to it, the end parts (3) of the longitudinal member (10) starting from the connection points are arranged obliquely with respect to the longitudinal axis of the car body (1), the half of the stop head pieces (4) are arranged obliquely with respect to the longitudinal axis of the car body (1), the coupling holder (6) is arranged in the middle of the engine holders (2) and is connected to the stop head pieces (4) by means of inclined holders (5) and for the formation of the rear part of the front structure, there is a through-support (9) at a distance from the engine cross-member (2), in the middle direction of the car, which is firmly connected with the longitudinal member (10) with its two ends, while the upper and / or There are stiffening plates (7) on the underside in the front and rear areas. ŕ.

Description

The invention relates to a car body with a front structure for a railway car, comprising a longitudinal member parallel to the longitudinal axis of the car body, a coupling member and stop pieces. The function of these front structures is to transmit the resulting longitudinal forces and at the same time to ensure the deformation zone in the event of an uncontrolled collision of the car. In railway wagons, the longitudinal forces generated during collisions, couplings and traction must be transmitted, and the structures used so far, in particular swivel solutions, have been developed for this purpose. The chassis of the wagon bodies, on which the bumpers and couplings are attached, are equipped with various deformation elements, for example, various stiffening solutions, to prevent damage to the chassis of the wagon body in the event of uncontrolled collisions. The disadvantages of the known solutions are the complexity of the structure and the associated deformation elements, as well as the associated high mass, which makes the entire chassis very heavy. Another disadvantage is the high labor required during production and, of course, not least, the high production cost. The aim of the invention is to eliminate the above shortcomings and disadvantages.The aim, i.e. the elimination of the disadvantages, is achieved with the car body and the front structure according to the invention by using a horizontally arranged engine support perpendicular to the longitudinal axis of the car body to form the front part of the front structure, and with this, the longitudinal members arranged on the sides of the car body are firmly connected, and the end parts of the longitudinal member are arranged obliquely with respect to the longitudinal axis of the car body, starting from the connection points to the stop head pieces, the coupling support is arranged in the middle of the engine support and is connected to the stop head pieces by means of inclined supports, and to form the rear part of the front structure, at a distance from the engine cross support, there is a through support perpendicular to the longitudinal axis of the car body, which is firmly connected to the longitudinal member with its two ends, while stiffening plates are provided on the upper and / or lower sides of the front structure in the front and rear areas. there are. The front part of the front structure ensures the transmission of the longitudinal force from the switch or the stop directly to the side longitudinal members without subsequent oblique or longitudinal bracing, as was necessary in previous solutions. Due to the bracing device, the operation of the expensive cross member in the car body led to uncontrollable results, which was a risk even at low speeds. In the front structure according to the invention, the floor plates are used, which are protected by special stabilizing bracings for stability. The rear part of the front structure is formed as a compact welded piece of longitudinal member, plates and through beams.By changing the arrangement of the stabilizing stiffeners and changing the plate thickness, it is possible to adapt the front structure to the deformation and limit deformation forces in addition to the longitudinal force transmission, which protects the main cross member and the passenger compartment in the event of an uncontrolled collision within certain limits. This significantly increases the passive safety of the railway car during operation. At the same time, labor and material costs during production are significantly reduced. Further details and advantages of the invention will become apparent from the description, the exemplary embodiments and drawings described therein, and the patent claims. The invention is therefore described in detail, in connection with an exemplary embodiment, based on the drawing, which illustrates an exemplary embodiment of the body of a railway car in top view. The front structure of the rail car body of the invention has an engine support 2 in the lower front part, which is arranged horizontally and perpendicularly to the longitudinal axis of the car body 1. Both ends of this engine support 2 are firmly connected to longitudinal members 10 on the sides of the car body 1, which longitudinal members are firmly connected to the rear part of the front structure parallel to the longitudinal axis of the car body 1. Starting from the connection point, the end parts 3 of the longitudinal members 10 run obliquely towards the middle of the car in the region of the front structure. A coupling support 6 is fixed in the middle of the engine support 2. From the region of the coupling support 6, supports 5 run obliquely forward towards the abutment head pieces 4. Since these parts are also connected to each other, a compact front front structure is formed. On the upper and / or lower side 7, floor plates are firmly arranged, for example welded on. These can be provided with stabilizing stiffeners 8.These can be welded profile parts or pressed ribs. The rear part of the front structure extends from the engine support 2 towards the middle of the car body, up to a through support 9, which is also arranged perpendicular to the longitudinal axis of the car body 1. This is also firmly connected at both ends to the longitudinal supports 10 on the sides of the car body 1. A floor plate 7 is also fixed to the upper and / or lower side of this part, i.e. welded thereto. This is also provided with stabilising stiffeners 8. The two stop head pieces 4 are connected to each other by a longitudinal part, which longitudinal part is designed in such a way that it has a recess for the purpose of introducing the coupler of a subsequent car to be coupled into the space between the supports 5 and into the coupler support 6. When the car moves, the forces acting from the switch 6 on the switch carrier are transmitted via the front structure to the longitudinal members 10 and consequently to the entire car body 1. Also, when colliding with each other, the forces act via the front structure to the longitudinal members 10 via the buffer heads 4, since the kinetic energy of the adjacent cars is simultaneously damped by the buffers. If an accident or an uncontrolled car collision occurs and the impact force deforms the lower part of the car, the front structure plays a role as a deformation zone. The energy that can be absorbed by a deformation can be limited to a certain extent by design through the structure, size and weight and is stabilized by the stabilising stiffeners 8 on the floor plate 7. The position of HU 221 287 Bl is also decisive. In a minor accident, when the chassis of the 1 car body is not damaged, only the front structure, it is possible to repair the car by simply replacing the damaged front structure and the rest of the chassis of the 1 car body remains intact. The supports used in the facade structure according to the invention are traditional ZUT-shaped profiles. The car body front structure according to the invention can be advantageously used in all types of cars, as it increases the passive safety of the car and its load capacity, reduces production and service costs and improves driving characteristics due to its low weight.

Claims

1. A car body with a front structure for a railway car, comprising a longitudinal beam (10) parallel to the longitudinal axis of the car body (1), a coupling beam (6) and stop head pieces (4), characterised in that the front part of the front structure is formed by a motor support (2) perpendicular and horizontal to the longitudinal axis of the car body (1) and the longitudinal beams (10) arranged on the sides of the car body are firmly connected to it, the end parts (3) of the longitudinal beam (10) are arranged obliquely with respect to the longitudinal axis of the car body (1) starting from the connection points towards the stop head pieces (4), the coupling beam (6) is arranged in the middle of the motor support (2) and is connected to the stop head pieces (4) by means of inclined beams (5) and the rear part of the front structure is formed by a distance from the motor support (2) There is a through beam (9) perpendicular to the longitudinal axis of the car body, which is firmly connected to the longitudinal beam (10) at both ends,while there are stiffening plates (7) in the front and rear areas on the upper and / or lower sides of the front structure., 2. Car body according to claim 1, characterized in that the stiffening plates are provided with stabilizing stiffeners (8).