Fastening assembly

Abstract

The invention relates to a fastening assembly in order to fasten or connect a first structural component (KOMP, WAG) of a rail vehicle to a second structural component (WAG, KOMP) of the rail vehicle. A stop element (ASE) is fixedly connected to the first structural component (KOMP, WAG) and has at least one side face (ASE-SF1, ASE-SF2). A fixing retainer (FIX) is fixedly connected to the second structural component (KOMP, WAG) and has at least one fixing side wall (FIX-SW1, FIX-10 SW2). The fixing side wall (FIX-SW1, FIX-SW2) has a through-opening and at least one fixing device (FIX-FE1, FIX-FE2). Via the through-opening, the fixing device (FIX-FE1, FIX-FE2) is oriented along a first axis (x) in such a way that the fixing device (FIX-FE1, FIX-FE2) is fixedly coupled to the side face (ASE-SF1, ASE-SF2) of the stop element (ASE).

Description

[0001] 202500958

[0002] 1

[0003] Description

[0004] Mounting arrangement

[0005] The invention relates to an arrangement for attachment to a rail vehicle.

[0006] Introduction and State of the Art

[0007] It is known to attach a component, which may have a large dead weight, to a rail vehicle or to connect it to a car body of the rail vehicle via a fastening.

[0008] The component can be an assembly, such as a heater, a cooling system, a battery, a hydrogen tank, etc., or it can be a roof, a roof element, or a roof sheet.

[0009] The associated fastening of the component has a significant influence.

[0010] on the assembly effort required for attaching the component, on the required tightness of an interface between the component and the rail vehicle and

[0011] on maintenance work that may need to be carried out on the component.

[0012] Furthermore, a roof fastening in rail transport must withstand specified load cases, which are described, for example, in the standard EN 12663.

[0013] The greater the component's own weight, the greater the force exerted on its mounting during acceleration or braking of the rail vehicle. Accordingly, the mounting mechanism must be designed to withstand these high forces.

[0014] Additionally, some components require that they be securely but releasably attached to the rail vehicle or positioned there so that they can be removed or lifted off for necessary work. 202500958

[0015] 2

[0016] A roof, for example, is attached to the rail vehicle using screws as fasteners. While this type of fastening is simple, it necessitates the use of a large number of fasteners for a heavy roof due to the forces involved. Consequently, roof installation and removal become much more complex and therefore costly.

[0017] Document WO 2019037914 A1 discloses a rail vehicle in which a roof is connected to a car body via a fastening device. The fastening device has a fixed bearing and a floating bearing. The fixed bearing prevents relative movement of the roof to the car body, while the floating bearing allows movement of the roof in a longitudinal direction of the vehicle and simultaneously prevents movement of the roof perpendicular to the longitudinal direction of the vehicle.

[0018] Task

[0019] The object of the invention described below is to provide an improved arrangement for fastening a component to a rail vehicle, which offers a cost-effective way to resist forces acting on the component and which offers a cost advantage in terms of assembly and disassembly compared to the prior art.

[0020] This problem is solved by the features of claim 1.

[0021] Advantageous further developments are specified in the dependent patent claims.

[0022] Description of the invention

[0023] The invention relates to a fastening arrangement for attaching or connecting a first structural component of a rail vehicle to a second structural component of the rail vehicle. A stop element is fixedly connected to the first structural component and has at least one side surface. A fixing bracket is fixedly connected to the second structural component and has at least one fixing side wall. The fixing side wall has a through-opening and at least one fixing device. The fixing device is aligned along a first axis via the through-opening such that the fixing device is firmly coupled to the side surface of the stop element.

[0024] 3

[0025] The coupling creates a positive fit of the fastening and thus of the two structural elements along the first axis, or the arrangement secures or supports the two structural elements with the help of a freely adjustable positive fit.

[0026] In an advantageous further development, the first structural component is a car body of the rail vehicle, while the second structural component is a component that is arranged on the rail vehicle.

[0027] Alternatively, the first structural component is a component that is located on the rail vehicle, while the second structural component is a car body of the rail vehicle.

[0028] In an advantageous further development, the component is a battery assembly, a cooling assembly, a heating assembly, a pump unit, a roof element or an entire roof of the rail vehicle.

[0029] Preferably, at least one fastening according to the invention is provided for each side of the component that is aligned along the first axis (e.g. in the direction of travel of the rail vehicle) in order to ensure a positive fit with respect to the direction of travel - i.e. that forces acting on the component along the first axis (e.g. acceleration forces, braking forces) are reduced or compensated by the positive fit.

[0030] The same applies to the component with regard to other axes or directions to be secured accordingly, in which compensation or reduction of forces acting on the component is to take place.

[0031] In an advantageous further development, the stop element has a first side surface and a second side surface that are opposite each other and that are spaced apart from each other.

[0032] In an advantageous further development, the first side surface and the second side surface are aligned perpendicular to the first axis.

[0033] In an advantageous further development, the first axle is aligned in one direction of travel of the rail vehicle. 202500958

[0034] 4

[0035] In an advantageous further development, the fixing bracket has a first fixing side wall and a second fixing side wall, which are arranged at a distance from each other.

[0036] In an advantageous further development, the first fixing side wall and the second fixing side wall are aligned perpendicular to the first axis.

[0037] In an advantageous further development, the distance of the fixing bracket is set such that the stop element is arranged between the two fixing side walls of the fixing bracket.

[0038] In an advantageous further development, the distance of the fixing bracket is realized as a connecting element of the fixing bracket, wherein the connecting element connects the two fixing side walls to each other.

[0039] In an advantageous further development, the connecting element of the fixing device and / or the two fixing side walls are firmly connected to the component or to the car body.

[0040] In an alternative training method, the stop element is permanently connected to the component or to the car body.

[0041] In an advantageous further development, the fixing holder has a first fixing device and a second fixing device.

[0042] In an advantageous further development, the first fixing side wall has a bore as a through-hole in which the first fixing device is at least partially inserted.

[0043] Alternatively or additionally, the second fixing side wall has a bore as a through-hole in which the second fixing device is at least partially inserted.

[0044] In an advantageous embodiment, the first fixing device is preferably aligned along the first axis through the bore such that the first fixing device is firmly coupled to the first side surface of the stop element, for example by touching or pressing against it.

[0045] 5

[0046] Alternatively or additionally, the second fixing device is preferably aligned along the first axis through the bore in such a way that the second fixing device is firmly coupled to the second side surface of the stop element, for example by touching or pressing on it.

[0047] In an advantageous embodiment, the first fixing device and / or the second fixing device is a machine screw with at least one nut as a lock nut, wherein the fixing device is immovably secured in its coupling with the associated side surface via the lock nut in order to ensure a positive fit, preferably along the first axis.

[0048] Alternatively, the bore has a thread, and the first and / or second fixing device is a pressure screw with a nut as a locknut. The locking nut secures the fixing device immovably in its connection with the associated side surface to ensure a positive fit, preferably along the first axis.

[0049] Advantages:

[0050] The present invention reduces the number of screws previously required to fasten the component to the rail vehicle. This saves assembly time and costs.

[0051] The present invention achieves a positive locking of the component. This ensures that forces acting on the component during braking or acceleration of the rail vehicle are absorbed or compensated.

[0052] The present invention enables the positioning of very heavy components on the rail vehicle. These are, in particular, components that, due to space constraints, must be arranged on the rail vehicle in a rail vehicle with an alternative drive system (hydrogen drive, drive via a traction battery).

[0053] The present invention provides a fastening that can withstand high acceleration and braking forces in rail transport.

[0054] The present invention enables the simple interchangeability of prefabricated, structurally identical but tolerance-prone components. 202500958

[0055] 6

[0056] The present invention enables a low overall height of the assembly and allows for a very compact and very stable design of the fastening.

[0057] The present invention provides a flexibly adjustable positive locking mechanism for the component in relation to the car body or in relation to the rail vehicle.

[0058] The present invention allows for good combination of the fastening with previously known or conventional fastenings, which, for example, use C-shaped rails and hammerhead screws.

[0059] Character description:

[0060] The invention is explained in more detail below with the aid of a drawing.

[0061] This shows:

[0062] FIG 1 shows a first fastening as an embodiment of the invention and

[0063] FIG 2 shows a second fastening as an embodiment of the invention.

[0064] FIG 1 shows a first fastening as an embodiment of the invention.

[0065] A stop element ASE is firmly connected to a car body WAG of a rail vehicle not shown in detail here, wherein the car body WAG is a first structural component of the rail vehicle.

[0066] The stop element ASE has two opposing side surfaces, namely a first side surface ASE-SF1 and a second side surface ASE-SF2, both of which are oriented perpendicular to a first axis x. The two side surfaces ASE-SF1 and ASE-SF2 are spaced apart from each other.

[0067] The first axis x is preferably aligned in the direction of movement of the rail vehicle.

[0068] A fixing bracket FIX is firmly connected to a component KOMP of the rail vehicle, which is a second structural element of the rail vehicle. 202500958

[0069] 7

[0070] The component KOMP is, for example, a battery assembly, a cooling assembly, a heating assembly, a pump unit, a roof element or an entire roof of the rail vehicle - i.e., assemblies that are preferably to be arranged on or above the car body WAG.

[0071] The FIX fixing bracket has two fixing side walls, namely a first fixing side wall FIX-SW1 and a second fixing side wall FIX-SW2. These two are aligned perpendicular to the first axis x and are spaced apart from each other.

[0072] This distance is chosen such that the stop element ASE is positioned between the two fixing side walls FIX-SW1 and FIX-SW2 of the fixing bracket FIX. In this example, the distance is achieved by a connecting element FIX-VER of the fixing bracket FIX, where the connecting element FIX-VER connects the two fixing side walls FIX-SW1 and FIX-SW2.

[0073] For reasons of stability, the connecting element FIX-VER and the two fixing side walls FIX-SW1 and FIX-SW2 are preferably firmly connected to the component KOMP.

[0074] The FIX fixing bracket has two fixing devices, namely a first fixing device FIX-FE1 and a second fixing device FIX-FE2.

[0075] The first fixing side wall FIX-SW1 has a bore as a through-opening that penetrates the first fixing device FIX-FE1.

[0076] The first fixing device FIX-FE1 is preferably aligned or arranged along the first axis x through the bore in such a way that the first fixing device FIX-FE1 is firmly coupled to the first side surface ASE-SF1 of the stop element ASE, for example by touching or pressing on it.

[0077] The second fixing side wall FIX-SW2 has a bore as a through-opening that penetrates the second fixing device FIX-FE2.

[0078] The second fixing device FIX-FE2 is preferably aligned or arranged along the first axis x through the bore such that the second fixing device FIX-FE2 is firmly coupled to the second side surface ASE-SF2 of the stop element ASE, for example by touching or pressing against it. 202500958

[0079] 8

[0080] For example, the first fixing device FIX-FE1 and the second fixing device FIX-FE2 each have a machine screw, with each machine screw carrying two nuts as locknuts.

[0081] Each fixing device FIX-FE1 and FIX-FE2 is immovably secured in its coupling with the corresponding side surface by means of the associated locknuts in order to ensure a positive fit of the first fastening shown here in relation to the x-axis.

[0082] The positive locking mechanism shown here prevents movement of component KOMP in the x-axis direction. This means that forces acting on the component during acceleration or braking of the rail vehicle in the direction of travel are transferred via the fastening to the car body WAG and compensated there.

[0083] The type of fastening described here achieves tolerance compensation, allowing identical but tolerance-prone components to be easily attached to or replaced on the WAG car body.

[0084] The fastening method described here, and the positive locking mechanism, makes it possible to save a previously required number of conventional screw connections for fastening the component.

[0085] Further tolerance compensation is made possible by dimensioning the sizes of the two side surfaces ASE-SF1 and ASE-SF2 of the stop element ASE in the direction of a second axis y and / or in the direction of a third axis z, whereby these two axes y, z are aligned perpendicular to each other and perpendicular to the first axis x, thus forming three spatial axes x, y and z.

[0086] The fastening method described here enables a high degree of accuracy in the fit between the KOMP component on the one hand and the WAG car body on the other.

[0087] In an alternative configuration not shown here, clamping elements are used instead of the two fixing devices FIX-FE1 and FIX-FE2. These clamping elements are inserted between the first fixing side wall FIX-SW1 and the associated first side surface ASE-SF1 of the stop element ASE. 202500958

[0088] 9

[0089] Accordingly, such clamping elements are inserted between the second fixing side wall FIX-SW2 and the associated second side surface ASE-SF2 of the stop element ASE.

[0090] These clamping elements, with appropriately adjustable material thickness, are able to create and maintain the positive locking described above.

[0091] The clamping elements are selected for their elasticity to ensure a secure, long-term fit. Wedge-shaped hard rubber components are preferably used as clamping elements.

[0092] FIG 2 shows a second fastening as an embodiment of the invention.

[0093] An end stop ASE is firmly connected to a component KOMP of a rail vehicle not shown in detail here, wherein the component KOMP is a first structural component of the rail vehicle.

[0094] The component KOMP, for example, is a battery assembly, a cooling assembly, a heating assembly, a pump unit, a roof element or an entire roof of the rail vehicle - i.e., assemblies that are preferably to be arranged on the rail vehicle.

[0095] The stop element ASE has two opposing side surfaces, namely a first side surface ASE-SF1 and a second side surface ASE-SF2, both oriented perpendicular to a first axis x. The two side surfaces ASE-SF1 and ASE-SF2 are spaced apart from each other. This space is formed by a plate, which is connected to the two side surfaces ASE-SF1 and ASE-SF2 as a further part of the stop element ASE. In a preferred embodiment, this plate serves to connect the stop element ASE to the component KOMP.

[0096] The first axis x is preferably aligned in the direction of movement of the rail vehicle.

[0097] A fixing bracket FIX is permanently connected to a car body WAG of the rail vehicle, the car body WAG being a second structural element of the rail vehicle. 202500958

[0098] 10

[0099] The FIX fixing bracket has two fixing side walls, namely a first fixing side wall FIX-SW1 and a second fixing side wall FIX-SW2. These two are aligned perpendicular to the first axis x and are spaced apart from each other.

[0100] This distance is chosen so that the stop element ASE is positioned between the two fixing side walls FIX-SW1 and FIX-SW2 of the fixing bracket FIX.

[0101] In this example, the gap is achieved by a connecting element FIX-VER of the fixing bracket FIX, where a part of the car body WAG is used as the connecting element FIX-VER. The two fixing side walls FIX-SW1 and FIX-SW2 are connected to each other via the connecting element FIX-VER, or rather via the car body section.

[0102] The FIX fixing bracket has two fixing devices, namely a first fixing device FIX-FE1 and a second fixing device FIX-FE2.

[0103] The first fixing side wall FIX-SW1 has a bore with a thread as a through-hole that penetrates the first fixing device FIX-FE1.

[0104] The first fixing device FIX-FE1 is preferably aligned or arranged along the first axis x through the bore in such a way that the first fixing device FIX-FE1 is firmly coupled to the first side surface ASE-SF1 of the stop element ASE, for example by touching or pressing on it.

[0105] The second fixing side wall FIX-SW2 has a bore with a thread as a through-hole that penetrates the second fixing device FIX-FE2.

[0106] The second fixing device FIX-FE2 is preferably aligned or arranged along the first axis x through the bore in such a way that the second fixing device FIX-FE2 is firmly coupled to the second side surface ASE-SF2 of the stop element ASE, for example by touching or pressing on it.

[0107] The first fixing device, FIX-FE1, and the second fixing device, FIX-FE2, each consist of a threaded pressure screw with a lock nut. The pressure screw establishes the connection to the respective side surfaces, ASE-SF1 and ASE-SF2, and this connection is permanently secured by the lock nut. 202500958

[0108] 11

[0109] In summary, a positive fit of the second fastening shown here is also ensured with respect to the x-axis.

[0110] The positive locking mechanism shown here prevents movement of component KOMP in the x-axis direction. This means that forces acting on the component during acceleration or braking of the rail vehicle in the direction of travel are transferred via the fastening to the car body WAG and compensated there.

[0111] The type of fastening described here achieves tolerance compensation, allowing identical but tolerance-prone components to be easily attached to or replaced on the WAG car body.

[0112] The fastening method described here, and the positive locking mechanism, makes it possible to save a previously required number of conventional screw connections for fastening the component.

[0113] Further tolerance compensation is made possible by dimensioning the sizes of the two side surfaces ASE-SF1 and ASE-SF2 of the stop element ASE in the direction of a second axis y and / or in the direction of a third axis z, whereby these two axes y, z are aligned perpendicular to each other and perpendicular to the first axis x, thus forming three spatial axes x, y and z.

[0114] The fastening method described here enables a high degree of accuracy in the fit between the KOMP component on the one hand and the WAG car body on the other.

[0115] In an alternative not shown here, clamping elements are used instead of the two fixing devices FIX-FE1 and FIX-FE2, which are inserted between the first fixing side wall FIX-SW1 and the associated first side surface ASE-SF1 of the stop element ASE.

[0116] Accordingly, such clamping elements are inserted between the second fixing side wall FIX-SW2 and the associated second side surface ASE-SF2 of the stop element ASE.

[0117] These clamping elements, with appropriately adjustable material thickness, are capable of creating and maintaining the positive locking described above. 202500958

[0118] 12

[0119] The clamping elements are selected for their elasticity to ensure a secure, long-term fit. Wedge-shaped hard rubber components are preferably used as clamping elements.

Claims

202500958 13 Patent claims 1. Arrangement for fastening, - with a first structural component (KOMP, WAG) of a rail vehicle, - with a second structural component (WAG, KOMP) of the rail vehicle, - with a stop element (ASE) that is firmly connected to the first structural component (KOMP, WAG), - where the stop element (ASE) has at least one side surface (ASE-SF1 , ASE-SF2), - with a fixing bracket (FIX) that is firmly connected to the second structural component (KOMP, WAG), - in which the fixing bracket (FIX) has at least one fixing side wall (FIX-SW1, FIX-SW2) and the fixing side wall (FIX-SW1, FIX-SW2) has a through-opening, - in which the fixing bracket (FIX) has at least one fixing device (FIX-FE1, FIX-FE2) and the fixing device (FIX-FE1, FIX-FE2) is aligned via the through-opening along a first axis (x) such that the fixing device (FIX-FE1, FIX-FE2) is firmly coupled to the side surface (ASE-SF1, ASE-SF2) of the stop element (ASE).

2. Arrangement according to claim 1, - where the first structural component (WAG) is a car body (WAG) of the rail vehicle and where the second structural component (KOMP) is a component (KOMP) that is arranged on the rail vehicle, or - where the first structural component is a component (KOMP) that is located on the rail vehicle, and where the second structural component (WAG) is a car body (WAG) of the rail vehicle.

3. Arrangement according to claim 2, wherein the component (KOMP) is a battery assembly, a cooling assembly, a heating assembly, a pump assembly, a roof element or an entire roof of the rail vehicle, which are arranged as assemblies on the rail vehicle or above the car body (WAG).

4. Arrangement according to claim 1, wherein the stop element (ASE) has a first side surface (ASE-SF1) and a second side surface (ASE-SF2) which are opposite each other and which are spaced apart from each other. 202500958 14 5. Arrangement according to claim 4, wherein the first side surface (ASE-SF1) and the second side surface (ASE-SF2) are aligned perpendicular to the first axis (x).

6. Arrangement according to claim 1, wherein the first axis (x) is aligned in a direction of movement of the rail vehicle.

7. Arrangement according to one of the preceding claims, wherein the fixing holder (FIX) has a first fixing side wall (FIX-SW1) and a second fixing side wall (FIX-SW2) which are arranged at a distance (FIX-VER) from each other.

8. Arrangement according to claim 7, wherein the first fixing side wall (FIX-SW1) and the second fixing side wall (FIX-SW2) are aligned perpendicular to the first axis (x).

9. Arrangement according to one of the preceding claims, wherein the distance (FIX-VER) is set such that the stop element (ASE) is arranged between the two fixing side walls (FIX-SW1, FIX-SW2) of the fixing holder (FIX).

10. Arrangement according to one of the preceding claims, wherein the distance (FIX-VER) is realized as a connecting element (FIX-VER) of the fixing holder (FIX) and the connecting element (FIX-VER) connects the two fixing side walls (FIX-SW1, FIX-SW2) to each other.

11. Arrangement according to one of the preceding claims, wherein the connecting element (FIX-VER) and / or the two fixing side walls (FIX-SW1, FIX-SW2) are firmly connected to the component (KOMP) or to the car body (WAG).

12. Arrangement according to one of the preceding claims, wherein the stop element (ASE) is rigidly connected to the component (KOMP) or to the car body (WAG).

13. Arrangement according to one of the preceding claims, wherein the fixing holder (FIX) comprises a first fixing device (FIX-FE1) and a second fixing device (FIX-FE2). 202500958 15 14. Arrangement according to claim 13, - in which the first fixing side wall (FIX-SW1) has a bore as a through-opening in which the first fixing device (FIX-FE1) is at least partially inserted, and / or - in which the second fixing side wall (FIX-SW2) has a bore as a through-opening in which the second fixing device (FIX-FE2) is at least partially inserted.

15. Arrangement according to claim 14, - in which the first fixing device (FIX-FE1) is aligned through the bore along the first axis (x) such that the first fixing device (FIX-FE1) is firmly coupled to the first side surface (ASE-SF1) of the stop element (ASE), for example by touching or pressing on it, and / or - in which the second fixing device (FIX-FE2) is preferably aligned along the first axis (x) through the bore such that the second fixing device (FIX-FE2) is firmly coupled to the second side surface (ASE-SF2) of the stop element (ASE), for example by touching or pressing on it.

16. Arrangement according to claim 15, - in which the first fixing device (FIX-FE1) and / or the second fixing device (FIX-FE2) is a machine screw with at least one nut as a lock nut, and in which the fixing device (FIX-FE1, FIX-FE2) is immovably secured in its coupling with the associated side surface (ASE-SF1, ASE-SF2) via the lock nut in order to ensure a positive fit, preferably along the first axis (x), or - in which the bore has a thread and in which the first fixing device (FIX-FE1) and / or the second fixing device (FIX-FE2) is a pressure screw with a nut as a lock nut, and in which the fixing device (FIX-FE1, FIX-FE2) is immovably secured in its coupling with the associated side surface (ASE-SF1, ASE-SF2) via the lock nut in order to ensure a positive fit, preferably along the first axis (x).

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