ASSEMBLY FOR INCREASING THE LOAD-BEARING CAPACITY OF A STRUCTURAL COMPONENT OF A RAIL VEHICLE

Abstract

An assembly for increasing the load-bearing capacity of a structural component of a rail vehicle, in particular the tensile strength and the compressive strength. The structural component has a first connection point and a second connection point. A tensile force acting on the first connection point or a compressive force acting on the first connection point is transmitted to the second connection point. A first load path which is designed to transmit the compressive force is formed between the first connection point and the second connection point, and a second load path which is designed to transmit the tensile force is formed between the first connection point and the second connection point. The first load path and the second load path have different compressive strengths, thus achieving a division of the force transmission by the different compressive strengths.

Claims

1-9. (canceled)

10. An assembly for increasing a load-bearing capacity of a locomotive body, the assembly comprising: a first connector point and a second connector point at the locomotive body, the first and second connector points being formed by a combination of coupling hooks and buffers of an associated locomotive and wherein a tensile force acting at said first connector point or a compressive force acting at said first connector point is transmitted to said second connector point; a first load path extending between said first connector point and said second connector point being configured for a transmission of the compressive force; a second load path extending between said first connector point and said second connector point being configured for a transmission of the tensile force; said first and second load paths acting parallel to one another, but being functionally separate from one another; said first and second load paths having mutually different compressive rigidities, thus achieving a division of the transmission of the tensile force and the transmission of the compressive force by way of the different compressive rigidities; said first load path having a compression-rigid configuration, with said first load path being formed by a frame of the locomotive body and the frame being an integrated constituent part of the locomotive body; and said second load path being formed by cables forming tensile elements substantially without compressive rigidity.

11. The assembly according to claim 10, wherein said cables are manufactured from Kevlar® or from carbon fiber.

Description

[0053] In the following text, the present invention will be explained in greater detail by way of example on the basis of the drawing, in which:

[0054] FIG. 1 shows the invention on the basis of an outline representation of a locomotive body of a rail vehicle,

[0055] FIG. 2 shows a specific illustration of the invention with reference to FIG. 1, and

[0056] FIG. 3 shows the previously known prior art described in the introduction.

[0057] FIG. 1 shows the invention on the basis of an outline illustration of a locomotive body LOK1 of a rail vehicle.

[0058] A tensile force FZ acts at a first connector point ASP1 on the locomotive body LOK1.

[0059] Correspondingly, a compressive force FD acts in an alternating manner with the tensile force FZ at the first connector point ASP1 on the locomotive body LOK1.

[0060] Via load paths LPF1, LPF2 which are described in the following text, the locomotive body LOK1 transmits the tensile force FZ and the compressive force FD from the first connector point ASP1 to a second connector point ASP2.

[0061] The compressive force FD is transmitted via a first load path LPF1 which is arranged between the two connector points ASP1, ASP2.

[0062] The tensile force FZ is transmitted via a second load path LPF2 which is arranged between the two connector points ASP1, ASP2.

[0063] The two load paths LPF1, LPF2 are separate in terms of their functionality, but act in a supplementary or parallel manner with respect to one another.

[0064] The division of the described transmission of force is achieved by way of different rigidities of the two load paths LPF1, LPF2.

[0065] The first load path LPF1 is configured as a compression-rigid construction. As stated in the above text, this is, for example, a frame RAH which is manufactured from metal or from steel and is an integrated constituent part of the structural component or the locomotive body LOK1.

[0066] Therefore, the first load path LPF1 is optimized and configured for the transmission of compressive forces, and is correspondingly mainly used for this purpose.

[0067] The second load path LPF2 contains tensile elements without compressive rigidity. The tensile elements are configured, for example, as cables which are in turn preferably manufactured from Kevlar or from carbon fiber.

[0068] Therefore, the second load path LPF2 is optimized and configured for the transmission of tensile forces, and is correspondingly exclusively used for this purpose.

[0069] The tensile force FZ which acts on the locomotive body LOK1 is transmitted by way of the tensile elements or cables of the second load path LPF2 between the two connector points ASP1, ASP2. This takes place with a relatively low deformation of the tensile elements.

[0070] The compressive force FD which acts on the locomotive body LOK1 is transmitted between the two connector points ASP1, ASP2 by way of the first load path LPF1 which is of compression-rigid configuration. This takes place without deformation of the elements which are involved (here, the frame RAH) of the locomotive body LOK1.

[0071] In the case of the locomotive body LOK1, for example, a combination of coupling hooks and buffers of the associated locomotive forms the first connector point ASP1 and the connector point ASP2.

[0072] FIG. 2 shows a specific illustration of the invention with reference to FIG. 1.

[0073] In the embodiment which is shown here, the cables of the second load path LPF2 are deflected in the locomotive body

[0074] LOK1 at some points for structural reasons. This is symbolized by the bent shape of the second load path LPF2.

[0075] In a further preferred embodiment, additional tensile forces are introduced into the second load path LPF2, for example via corresponding connecting points of drawbars, push-pull link bars or pivot pins to the second load path LPF2.